state of kuwait - kuwait international airport · 2.1 visibility and traffic conditions 2.1.1 the...

STATE OF KUWAIT

AVIATION SAFETY DEPARTMENT

Guidance Material

Surface of Movement Guidance and Control System

SMGCS

Issue-1, Rev 0

April 2017

ACS/1429 Issue 1, Revision 0

of 88 April 2017

List of Amendments

S/No. Issue

No.

Rev.

No.

Amended by Signature Date

1) 1 0 Engr. Shaheen M Al-Ghanim

Aviation Safety Director April 2017


of 88 April 2017

LIST OF EFFECTIVE PAGES

Number Effective Date Entered Date Entered by


of 88 April 2017

Forward

The Aviation Safety Department guidance material is published to keep pace with the

guidelines prescribed by ICAO documents and publications. The objective of this

guidance material is to assist Kuwait International Airport’s staff towards safety and

fulfil the obligations to comply with the published KCASRs.


Page 5 of 88 April 2017

Table of Contents Forword ............................................................................................. Error! Bookmark not defined.

Chapter 1 .......................................................................................................................................... 8

Introduction ...................................................................................................................................... 8

1.1 Why SMGCS .................................................................................................................... 8

1.1 Operational Requirements of Surface Movement Guidance and Control Systems .......... 8

1.1.1 Requirements of a general nature ............................................................................. 8

1.1.2 Requirements of pilots .............................................................................................. 9

1.1.3 Requirements of appropriate control units ............................................................... 9

1.1.4 Requirements of ground vehicles on the movement area ......................................... 9

Chapter 2 .......................................................................................................................................... 9

Designing an SMGC System for an Aerodrome .............................................................................. 9

2.1 Visibility and traffic conditions ......................................................................................10

2.2 Basic Equipment Requirements .....................................................................................10

2.3 Basic Procedural/ Administration Requirements ...........................................................11

2.4 Matching Aids to Aerodrome Conditions ......................................................................12

2.5 Review of System and Improvement .............................................................................12

Chapter 3 ........................................................................................................................................13

Functions and Responsibilities .......................................................................................................13

3.1 Division of responsibilities and their transfer.................................................................13

3.2 Avoidance of overcontrol ...............................................................................................14

3.3 Ground Movement Communications .............................................................................15

3.4 Establishment of Standard Taxi Routes for Aircraft ......................................................15

3.5 Control of Ground Vehicles ...........................................................................................16

3.6 Monitoring ......................................................................................................................17

3.7 Aerodrome Surface Inspections .....................................................................................17

3.8 Maintenance ...................................................................................................................18

3.9 Special fault rectification ................................................................................................18

3.10 Training ..........................................................................................................................18

Chapter 4 ........................................................................................................................................19

Procedures ......................................................................................................................................19



4.1 Introduction ....................................................................................................................19

4.2 Traffic flow.....................................................................................................................19

4.3 Effects of Visibility on SMGC Procedures ....................................................................20

4.4 Modes of Operation ........................................................................................................21

4.5 Separation at Intersections and Longitudinal Spacing ...................................................22

4.6 The Role of Surface Movement Radar (SMR) ...............................................................24

4.7 Emergency Procedures ...................................................................................................25

4.8 RTF Procedures and Phraseology ..................................................................................26

4.9 Co-Ordination .................................................................................................................27

Chapter 5 ........................................................................................................................................28

Low Visibility Operations ..............................................................................................................28

5.1 Introduction ....................................................................................................................28

5.2 Preparation for Low Visibility Operations .....................................................................28

5.3 Low visibility procedures ...............................................................................................29

5.4 Emergency Procedures ...................................................................................................31

5.5 Summary ........................................................................................................................32

Chapter 6 ........................................................................................................................................34

High Traffic Volume Operations ...................................................................................................34

6.1 General ...........................................................................................................................34

6.2 Planning and Simulation ................................................................................................34

6.3 Runway Protection .........................................................................................................35

6.4 Standard taxi-routes and charts ......................................................................................35

6.5 Ground Control Organization and RTF Frequencies .....................................................36

6.6 Aircraft stand allocation and holding .............................................................................36

6.7 Special equipment ..........................................................................................................36

Chapter 7 ........................................................................................................................................36

Runway Protection Measures .........................................................................................................36

7.1 Introduction ....................................................................................................................36

7.2 The Operational Problem ...............................................................................................37

7.3 Protection Measures .......................................................................................................37

7.4 Runway Protection Methods and Equipment .................................................................38



7.5 Summary ........................................................................................................................40

Chapter 8 ....................................................................................................................................41

Apron Management Service .......................................................................................................41

8.1 General ...........................................................................................................................41

8.2 Who operates the apron management service?...............................................................42

8.3 Responsibilities and Functions .......................................................................................43

8.4 Special procedures for low visibility conditions ............................................................45

8.5 Training ..........................................................................................................................45

Appendix A ....................................................................................................................................47

Further Information on Visual Aids* .............................................................................................47

Appendix B ....................................................................................................................................49

Examples of Low Visibility Procedures .........................................................................................49

Appendix C ....................................................................................................................................73

Examples of Apron Management Services ....................................................................................73

Appendix D ....................................................................................................................................80

Taxiway Computer Model London Heathrow Airport ...................................................................80

Appendix E .....................................................................................................................................82

Traffic Rules and Regulations for Surf ace Vehicles .....................................................................82

Appendix F .....................................................................................................................................84

Performance Objectives for Surface Movement Radar (SMR) ......................................................84



Chapter 1

Introduction

1.1 Why SMGCS

1. SMGC system is aiming to enable an aerodrome to operate safely in the intended conditions.

The system should be designed to prevent collisions between aircraft, between aircraft and

ground vehicles, between aircraft and obstacles, between vehicles and obstacles, and between

vehicles. In the simplest case.

2. Safeguard against unauthorized or inadvertent entry onto operational runways.

3. Provide assistance to rescue and fire fighting vehicles in locating and proceeding to the site of

an accident on the movement area

4. Maintain regularity of movement under varying operational conditions.

- A surface movement guidance and control (SMGC) system consists of the provision of

guidance to, and control or regulation of, all aircraft, ground vehicles and personnel on the

movement area of an aerodrome.

- Applied to the system of aids, facilities, procedures and regulations designed to meet the

particular requirements for guidance to, and control or regulation of, surface traffic consistent

with the particular operational needs at an aerodrome

- SMGC system involve with the appropriate branches of the administration of the State

concerned, including aerodrome engineering, the air traffic control unit, communications and

operations specialists, operators, pilots and, where appropriate, the military.

1.1 Operational Requirements of Surface Movement Guidance and Control Systems

The system should be appropriate to the visibility and traffic density and should provide:

1.1.1 Requirements of a general nature

a) communication capability between the appropriate control unit(s), between the appropriate

control unit(s) and aircraft and between the appropriate control unit(s) and ground vehicles;

b) acceptable work-loads on the users of the SMGC system;

c) optimum use of aids and procedures already specified in DGCA KCASRs regulatory

documents;

d) compatibility between individual elements of the guidance and control systems; and

e) Current and forecast meteorological conditions.



1.1.2 Requirements of pilots

a) orientation, guidance and control beginning at the end of landing roll-out on arrival, to the

parking position, and from the parking position up to alignment for take-off on departure;

b) information on the route to be followed;

c) information on position along the route being followed;

d) guidance along the route being followed and parking guidance;

e) warning of:

1) changes in direction;

2) stops and other speed adjustments;

f) identification of areas to be avoided;

g) information to prevent collision with other aircraft, ground vehicles or obstacles; and

h) Information on system failures affecting safety.

1.1.3 Requirements of appropriate control units

a) information on the identity, position and progress of aircraft including aircraft under tow;

b) information on the identity, position and progress of ground vehicles whose movements might

conflict with aircraft movements;

c) information on the presence of temporary obstacles or other hazards;

d) information on the operational status of elements of the system; and

e) facilities appropriate to the control to be exercised.

1.1.4 Requirements of ground vehicles on the movement area

a) emergency vehicles

1) information on the route to be followed;

2) guidance along the route being followed;

3) capability to locate the site of an emergency;

4) information to prevent collision with aircraft and ground vehicles; and

b) other ground vehicles

1) information on the route to be followed;

2) guidance along the route being followed;

3) Information to prevent collision with aircraft and ground vehicles.

Chapter 2

Designing an SMGC System for an Aerodrome



2.1 Visibility and traffic conditions

2.1.1 The visibility conditions under which the aerodrome authority plans to maintain operations and

the traffic density are the two most important factors to be considered when selecting

components for a surface movement guidance and control (SMGC) system for an airport. See

Table 2-1

Table 2-1. Visibility and traffic conditions associated with SMGC systems - Explanation of terms

VISIBILITY CONDITIONS

1 Visibility sufficient for the pilot to taxi and to avoid collision with other traffic

on taxiways and at intersections by visual reference, and for personnel of

control units to exercise control over all traffic on the basis of visual

surveillance;

2 Visibility sufficient for the pilot to taxi and to avoid collision with other traffic

on taxiways and at intersections by visual reference, but insufficient for

personnel of control units to exercise control over all traffic on the basis of

visual surveillance; and

3 Visibility less than 400 m RVR (low visibility operations).

TRAFFIC DENSITY

(in the mean busy hour as determined by the individual State)

Light Not greater than 15 movements per runway or typically less than 20 total

aerodrome movements;

Medium Of the order of 16 to 25 movements per runway or typically between 20 to 35

total aerodrome movements; and

Heavy Of the order of 26 or more movements per runway or typically more than 35

total aerodrome movements.

2.2 Basic Equipment Requirements

Markings:

- runway center line

- taxiway center line

- taxi-holding position

- taxiway intersection

- apron

- restricted use areas



Lighting:

- runway edge

- taxiway edge

- obstacle lights

- restricted use areas

Signs:

- mandatory signs, e.g. taxi-holding position, NO ENTRY, STOP

- information signs, e.g. location and destination

Other:

- aerodrome chart

- aerodrome control service

- signaling lamp

- Radiotelephony equipment.

2.2.1 The equipment required at a particular aerodrome for provision of an SMGC system will

depend both on the density of traffic and the visibility conditions in which the operations should

take place see appendix A

2.3 Basic Procedural/ Administration Requirements

Aerodrome authority

- designation of taxiways

- movement area inspections

- regulation of ground staff conduct on the movement area

- regulation of ground staff radiotelephony procedures

- periodic electrical monitoring of SMGC aids

- initiation of amendment of aerodrome chart as necessary

- apron management

Air traffic services

- provision of air traffic control services

- use of radiotelephony procedures and phraseology

- use of signaling lamp

- monitoring of SMGC aids

Pilot

- adherence to ground movement traffic rules and regulations

- Use of radiotelephony procedures and phraseology.

Visual docking



In evaluating the need for a visual docking guidance system the following factors merit

consideration:

- the number of aircraft using the aircraft stand

- weather conditions

- space available on the apron

- precision required at the parking position

- Availability and cost of alternative means.

Signs

- As traffic increases or visibility decreases improvements in the signs provided as well as the

lighting and electronic aids used for guidance and control are required.

Charts

- The aerodrome authority should assess the number of charts required in accordance with the

amount of information required to be shown.

2.4 Matching Aids to Aerodrome Conditions

the number of aircraft using the aircraft stand

weather conditions

space available on the apron

precision required at the parking position

Availability and cost of alternative means.

2.5 Review of System and Improvement

2.5.1 Regular reviews of the SMGC system should be carried out to ensure that the system is fulfilling

its intended task.

2.5.2 In all cases, the SMGC system will need to be reviewed under one or more of the following

circumstances:

a) the volume of traffic increases significantly;

b) operations in lower visibility conditions are planned; and

c) The aerodrome layout is changed, i.e. new runways, taxiways, or aprons are brought into

operation.

2.5.3 Apart from traffic movement counts, the extent to which increased traffic volume is causing a

deterioration of the effectiveness of the SMGC system may be determined by the appearance

of the following symptoms:



a) a marked need for increased vigilance in the visual surveillance of surface traffic movements,

generated by the number of movements occurring simultaneously throughout the aerodrome

complex;

b) a marked increase in the loading on the communications channels used for SMGC;

c) an increase in the number of problems occurring at crossing points and runway/taxiway

intersections, requiring intervention by the controller and thereby contributing to the increase

in radio communications; and

d) The occurrence of bottlenecks, congestion and delay: in surface traffic movements.

Chapter 3

Functions and Responsibilities

3.1 Division of responsibilities and their transfer

Air traffic services

3.1.1 Use of radiotelephony procedures and phraseology.

3.1.2 When aircraft and vehicles operate outside the maneuvering area but under the guidance of an

ATS unit it is preferable that detailed written procedures governing their operation be

employed.

3.1.3 Issue of taxi clearance to facilitate SMGC.

3.1.4 Determination of taxi routes to be followed.

3.1.5 Monitoring of SMGC system aids.

3.1.6 Control of traffic other than aircraft on the maneuvering area

3.1.7 Operation of visual guidance and control aids.

3.1.8 Division of responsibility between controller and pilot.

3.1.9 Initiation and termination of low visibility procedures.

Apron management service

3.1.10 At some aerodromes, management of traffic on the apron is not the responsibility of the air

traffic control unit. At these aerodromes there should be an apron management service

responsible for ensuring the safe movement of aircraft on the apron.



Pilots

3.1.11 The pilot will respond to the instructions given by the apron management service and the air

traffic control unit and follow the designated taxiway route.

Aerodrome authority

3.1.12 Movement area inspections

3.1.13 Ensuring that ground staff are properly trained particularly in RTF and monitored in its use.

3.1.14 Servicing of SMGC aids

3.1.15 Designation of taxiways and standard taxi routes.

3.1.16 Low visibility movement area protection measures.

Ground vehicle drivers

3.1.17 Must comply with aerodrome regulations and ATC instructions. Notwithstanding this, drivers

are responsible for exercising due care and attention so as to avoid collisions between their

vehicles and aircraft, and between their vehicles and other vehicles.

3.2 Avoidance of overcontrol

3.2.1 SMGC system should provide a degree of control which is adequate to meet the needs of pilots

and controllers.

3.2.2 It is important to ensure that the efficiency of the over-all system is not impaired by the

imposition of unnecessary controls and restrictions on pilots and controllers.

3.2.3 With contemporary SMGC systems the traffic capacity may be reduced by the need.

3.2.4 Major considerations of ground movement control in low visibility operations should be to:

a) avoid traffic conflicts between taxiing aircraft and between an aircraft and a ground vehicle;

b) ensure that aircraft or ground vehicles do not enter the ILS critical or sensitive areas at an

improper time;

c) ensure that the runway in use is clear when an aircraft is landing or taking off;

d) facilitate taxiing to and from the runway; and

e) Maintain the maximum safe capacity of the airport.

3.2.5 All aircraft and other vehicles operated on the maneuvering area of a controlled aerodrome

must be subject to aerodrome control, and controlled by radio communications.

3.2.6 Control of ground movement of aircraft and vehicles during periods of low visibility should be

based on maximum use of procedures and aids



3.2.7 Aids must be provided to substitute for the visual information normally available to pilots and

controllers for surveillance and guidance information.

3.2.8 Although visual aids and procedures may be adequate for ground movement in low visibility,

such operations must be conducted with extra caution. As traffic demand increases.

3.3 Ground Movement Communications

3.3.1 The communication aspects of an aerodrome control service fall into three main categories:

a) control of air traffic in the circuit and in the approach, landing and departure phases of flight

b) control of taxiing aircraft and vehicles on the maneuvering area; and

c) Acquisition and passing of airways clearances, weather information and other flight data.

3.3.2 In a developing aerodrome or traffic situation the point at which additional control positions

need to be introduced may hinge solely upon RTF channel loading

3.3.3 In some instances it may become necessary to open an additional frequency or frequencies,

during the busy hours of the day and then revert to a more limited communication channel

usage in the less busy periods

3.3.4 Non-aeronautical radio frequencies to be used for communication between ground vehicles and

various aerodrome agencies which does not preclude maintenance of a listening watch on the

ground movement control frequency.

3.3.5 A spare frequency for use if a normal channel is jammed/overloaded is a highly desirable

facility

3.3.6 For a discrete RTF contact between emergency services vehicles and an aircraft which has

landed after declaring an emergency, or in any emergency when the aircraft is on the ground

and capable of being maneuvered. For such a discrete frequency to be of value it is obviously

necessary that the users of radiotelephony equipment in these circumstances be able to

communicate in a common language. For situations where a common language does not exist,

communication between the pilot and the fire service will have to be relayed by ATC.

3.4 Establishment of Standard Taxi Routes for Aircraft

3.4.1 On an aerodrome the movement of taxiing aircraft generally falls into a distinctive pattern in

which the major traffic flows are between:

a) runways and aprons

b) aprons and maintenance areas

c) Maintenance areas and runways.

3.4.2 Care should be taken to ensure that the routes are adequate for the largest aircraft likely to use

them, and that aircraft using them do not offer problems of:



a) interference with navigation aids;

b) penetration of the obstacle free zone and, where possible, penetration of other obstacle

limitation surfaces;

c) obstruction of radar transmissions;

d) physical obstruction (e.g. inadequate clearance from aircraft holding for take-off from an

intermediate point); or

e) Jet blast.

3.4.3 Routes will vary according to the runways in use for landing and take-off.

3.4.4 For aerodromes where standard taxi routes are provided, details of such routes should be

published in the appropriate aeronautical information publication and shown on aerodrome

charts.

3.4.5 An established standard taxi route system offers advantages over a random system

3.5 Control of Ground Vehicles

3.5.1 KCASR 11 and KCASR-14 require that the movement of persons and vehicles on the

movement area shall be controlled or regulated as necessary to avoid hazards to them or to

aircraft Part 2, Chapter 4 stresses the importance of planning aerodrome facilities for the

maximum segregation of aircraft and vehicular traffic

3.5.2 The Aerodrome Design Manual, Part 2, also points out the value of airside roads to eliminate,

or lessen, the use of runways and taxiways by ground vehicles which need access to the

movement area.

3.5.3 Apron safety lines should be provided on a paved apron to define the limits of areas established

for use by ground vehicles and other aircraft servicing equipment.

3.5.4 Airside route systems for vehicle movement fall into five broad categories:

a) roads which are completely segregated from aircraft movements;

b) roads which cross taxiways in maintenance areas but which are segregated from operational

aircraft movement;

c) routes which cross operational runways, stopways, clearways or taxiways;

d) apron routes; and

e) Vehicle movement along operational taxiways and runways.

3.5.5 Where construction or other activity calls for localized free moving traffic, the boundaries of a

temporarily closed area should be marked as described in KCASR-14, and any movement

outside the area should comply with normal aerodrome regulations.

3.5.6 Detailed written procedures particularly for apron activities based on methods other than RTF,

should be developed for low visibility operations by the appropriate authority to ensure safety

while maintaining capacity.



3.6 Monitoring

3.6.1 Lighting aids

3.6.1.1 Surface movement guidance and control relies heavily upon lights for safe operations in

reduced visibility and at night

3.6.1.2 Ideally all lights should be operative but as a guide for maintenance it is considered that not

more than 20 per cent of taxiway center line lights should be inoperative, and two consecutive

taxiway center line lights should not be inoperative.

3.6.1.3 In conditions when direct visual appraisal of aerodrome surface lights is not possible,

monitoring is usually carried out by:

a) observation of "mimic" or "tell-tale" lights on the lighting control panel; and

b) Checking of power supply and circuit state indicators.

3.6.1.4 Information is available in the Aerodrome Design Manual, Part 5, Electrical Systems,

concerning the type of electrical monitoring system which should be installed Sample monitor

signals to indicate the operational status of an installation are:

a) installation out of order: tell-tale light off;

b) installation in order: tell-tale light on and steady; and

c) Installation faulty when switched on: tell-tale light blinking.

3.6.1.5 The extent and detail of monitoring that can be done in the control tower will depend upon the

size and complexity of the lighting system

3.6.1.6 To ensure the integrity of monitoring systems it is desirable that their power supply should be

obtained from a separate source.

3.6.2.1 With the introduction of non-visual aids to SMGC the dependence of ATC upon the correct

functioning of the non-visual aids will be such that, as with aerodrome lighting, a monitor

system must be provided to indicate any malfunction.

3.7 Aerodrome Surface Inspections

3.7.1 Frequency of Inspection

3.7.1.1 Inspections of the movement area should be regular and frequent. Guidance on inspections is

provided in the Airport Services Manual (Doc 9137), Part 8. It recommends that the minimum

frequency should be:

a) Runways - Four inspections daily (Dawn inspection, Morning inspection, Afternoon inspection

and Dusk inspection).

b) Taxiways

c) Aprons



d) Grass areas

3.8 Maintenance

3.8.1 Guidance on the preventive maintenance of lighting system is contained in KCASR 14, Chapter

9, and in the Airport Services Manual, Part 9. Plus the various visual aids of the SMGC system

comprising route guidance are listed in table 2-2.

3.8.2 The integrity and reliability of the SMGC system should match the other visual and non-visual

navigation aids.

3.8.3 Special checks. Where visual aids are provided for operations in low visibility

3.8.4 Where high intensity taxiway center line and stop bar lighting is provided for low visibility

operations, particular attention should be paid to cleanliness of taxiway center line and stop bar

lights, and to the conspicuity of taxiway center line and apron markings.

3.8.5 Special inspections should be carried out before a section of a taxiway is returned to operational

use if it had been closed for maintenance, snow clearance or other reasons.

3.8.6 Routine maintenance. The extent to which routine maintenance can be combined with routine

inspection will depend upon local arrangements.

3.8.7 Daily maintenance at busy aerodromes with high sustained movement rates is difficult to

arrange. and work within the movement area may have to be carried out at night

3.9 Special fault rectification

3.9.1 In addition to the routine maintenance, it will be necessary at busy and complex aerodromes to

have personnel available for special fault rectification when failures occur which affect the

ability of the system to meet the operational requirement.

3.9.2 special fault rectification will be necessary where consecutive lamp failures have occurred

within the taxiway center line lights or stop bars

3.9.3 When a fault occurs during low visibility operations, it will be necessary to consider whether

the system can continue to give safe guidance and control without immediate fault rectification

or whether operations have to be restricted while the fault is being rectified.

3.10 Training

3.10.1 The training requirements of licensed personnel authorized to operate on the movement area or

involved in the provision of the SMGC system, is the responsibility of the appropriate authority,

Training falls into two main categories: initial and recurrent or proficiency training.



3.10.2 Initial training is provided by the appropriate authority to all new employees and newcomers to

a specific unit. It normally covers but is not limited - to:

- RTF procedures

- aerodrome layout

- aerodrome procedures

- aerodrome emergency procedures

- aerodrome low visibility procedures

- aerodrome special procedures

- aircraft recognition

- Vehicle operating procedures.

3.10.3 Recurrent or proficiency training should not be overlooked. When dealing with low visibility

operations, this training may be critical since the exposure to low visibility procedures is limited

due to one or both of the following:

a) the infrequent occurrence and short duration of low visibility conditions; and

b) Individual shift rotation or extended absence from duty for whatever reason.

3.10.4 It is suggested that appropriate recurrent training be given at least every six months.

Chapter 4

Procedures

4.1 Introduction

4.1.1 The basis for all operations on the maneuvering area of an aerodrome is contained in KCASR-

14. These documents prescribe rules and requirements for the operation of aircraft and vehicles

on the maneuvering area which, if meticulously observed, would ensure the safety of operation

on the maneuvering area.

4.1.2 Surface movement control requires aircraft and vehicles to obtain air traffic control clearances

and authorization respectively as prerequisites to operating on the maneuvering area and this,

in turn, gives air traffic control the authority to allocate

4.2 Traffic flow

Clearance withholding (gate holding procedure)

4.2.1 When planned departures may be subject to significant delay due to factors such as:

a) en-route or terminal clearance limitations; and it is for the ATS to operate a "request engine

start" procedure with aircraft about to depart or



b) Weather conditions below pilot's operating limits, in this case it’s up to pilot to defer his call

for engine start until conditions are within his limits.

There are advantages in delaying engine start-up and absorbing the delay on the apron. This

technique saves fuel and engine running time, and reduces the probability of the restricted

aircraft blocking the route of other aircraft which are not subject to delay.

Traffic sequencing procedures

4.2.2 Traffic sequencing is the arrangement of taxiing aircraft into the most operationally effective

order.

4.2.3 Sequencing methods will vary according to aerodrome layout, type and volume of traffic and

weather conditions, particularly visibility. Sequencing methods include:

a) Allocating taxi routes of different length (may be by ATC direction after leaving the runway,

or by suggesting that an aircraft take a particular runway turn-off after completion of the landing

role.);

b) allocating priority at intersections;

c) by-passing at the holding point;

d) temporary holding during taxiing; and

e) Delaying exit from apron.

4.2.4 When there is a requirement to control the timing or the order of traffic taxiing to the apron, the

methods employed will be as in a, b or e above.

4.3 Effects of Visibility on SMGC Procedures

Good visibility

4.3.1 In visibility condition 1, the joint responsibility of pilot and vehicle driver for collision

avoidance (in accordance with the rules prescribed in KCASR-12, KCASR- 11 and KCASR-

14) and with overriding controller instructions (designed to aid the smooth flow of traffic)

works well.

4.3.2 Good visibility allows the controller to see the aerodrome surface traffic situation and thus be

able to anticipate conflicts which may occur and take early control measures to avoid them.

Reduced visibility

4.3.3 When the controller progressively loses sight of the aerodrome it becomes necessary for the

methods of control to be adjusted to maintain a safe capacity for the prevailing operational

conditions.



4.3.4 As visibility reduces below condition 1, it may be expected that the visibility will be sufficient

for the pilot to taxi and avoid collision with other traffic on taxiways and at intersections by

visual reference, but insufficient for personnel of control units to exercise control over all traffic

on the basis of visual surveillance.

4.3.5 Under such visibility conditions, normal air traffic demand could be expected but there may be

a need for restrictions on vehicular traffic on the maneuvering area.

4.3.6 Some constraint on capacity and increase in pilot and controller work-load could be expected

due to the inability of the controller to see all of the maneuvering area and to the need to acquire

information by RTF which, in good visibility conditions, would have been available from

observation.

4.3.7 At the lower level of visibility associated with visibility condition 2, the chief visual

contribution to collision avoidance being the pilot's ability to separate himself from a preceding

aircraft on the same taxiway. Since the pilot's visual capability in this condition does not extend

to crossing traffic, then each active crossing needs to be protected. The ATC work-load

generated and the capacity of the SMGC system will depend upon the number of active

crossings to be negotiated.

4.3.8 In visibility condition 3, the ATC unit must undertake the responsibility for providing both

lateral separation and safe longitudinal spacing. The techniques used for longitudinal spacing

and increased SMGC system capacity will depend upon the provision of SMGC components

(see Table 2-2).

4.4 Modes of Operation

4.4.1 No one mode of surface movement control is applicable to all weather conditions and the factor

which dictates the choice should be taxiway visibility. Since taxiways are not instrumented for

visibility measurement, RVRs are normally used as a guide to what is likely to be experienced

en route to and from the runway.

4.4.2 Although traffic sequencing procedures will continue to be necessary, the tendency will be for

the controller to restrict the number of taxiing routes made available to avoid the number of

conflicts at taxiway intersections.

4.4.3 As visibility conditions deteriorate the necessity for en-route taxi sequencing can be reduced

by introducing gate holding procedures

4.4.4 Taxiway intersection conflicts are unlikely to be completely avoided except where the

aerodrome layout is extremely simple. Consequently, four main modes of control, taking

visibility conditions into account, may be defined. These modes are:

a) Pilot collision avoidance by visual reference along taxiways and at intersections. ATC

intervenes at intersections by establishing priority only when necessary to maintain traffic flow;



b) Pilot collision avoidance by visual reference along taxiways and at intersections. ATC

intervenes by nominating specific routings and by establishing priorities at intersections when

necessary to maintain traffic flow;

c) Pilot collision avoidance by visual reference along taxiways. ATC responsible for nominating

specific routings and establishing priority and providing lateral separation at intersections;

d) ATC responsible for nominating specific routings, providing safe longitudinal spacing along

taxiways and establishing priority and providing lateral separation at intersections.

4.4.5 These modes of operation and their relation to visibility conditions imply a progressive increase

in ATC responsibility as visibility deteriorates and the pilot becomes less capable of providing

his own collision avoidance, firstly at taxiway intersections and secondly, along taxiways.

4.5 Separation at Intersections and Longitudinal Spacing

General

4.5.1 There is no technique of ATC applied separation or spacing between taxiing aircraft which

approaches the efficiency of that which can be applied by pilots in good visibility. the interests

of both ATC and pilots are best served by leaving responsibility for collision avoidance with

the pilots while conditions are such that they can safely fulfil the function.

Separation at intersections (lateral separation)

4.5.2 "Give-way" intersection control and "visual ATC directed priority" are commonly used

methods which do not necessarily demand markings or lights at intersections. However, control

of traffic at intersections in the visibility conditions at or below which pilots cannot provide

their own lateral separation, demand that:

a) surface traffic is able to recognize the intersection and stop, when signalled or instructed to do

so, allowing adequate clearance for crossing movement; and

b) ATC is able to maintain a sequential record of traffic movement, and clear or hold aircraft and

vehicles to maintain the maximum flow rate.

4.5.3 It follows that markings and/or lights must protect each approach to an intersection used in

these conditions, and that:

a) pilots and vehicle drivers must obtain crossing clearance at every intersection; or

b) the system, under the control of ATC, must indicate without ambiguity who is to hold and who

is to cross.

Spacing along taxiways (longitudinal spacing)



4.5.4 In the absence of non-visual guidance for taxiing, the lower limit of aircraft surface operation

must be the visibility below which the pilot is unable to taxi by visual reference. Clearly, this

will depend upon a number of factors including surface markings, the type and spacing of

taxiway center line lights and lamp technology and performance.

4.5.5 As visibility reduces, the pilot encounters increasing problems in maintaining a safe spacing

between himself and a preceding aircraft. Firstly, the pilot must be able to recognize the aircraft

ahead as an obstruction and secondly, he must take action to maintain a safe spacing with this

aircraft. A knowledge of the preceding aircraft type is essential for the pilot and he must be able

to assess the closing speed and the need to slow his own aircraft, or even bring it to a halt, to

maintain safe spacing.

4.5.6 As visibility reduces to the lower limits, a stage will be reached when the pilot cannot cope with

both the guidance of his aircraft and the maintenance of longitudinal spacing. It is at this stage

that ATC must assume the responsibility for providing longitudinal spacing along the taxiway.

4.5.7 It is to assist ATC to provide such a service that Table 2-2 proposes the installation of SMR

when it is intended to conduct aircraft operations in low visibilities at aerodromes when traffic

demand is medium or heavy.

4.5.8 Each aerodrome operational authority which intends to conduct low visibility operations will

need to assess all factors in relation to the particular aerodrome and the operational

circumstances to determine at which visibility the local ATC should take over longitudinal

spacing responsibilities.

4.5.9 However, having determined this visibility, three further considerations are necessary. Firstly,

it must be ensured that aerodrome and ATC facilities and established procedures are adequate

for the proposed level of low visibility operations and ATC applied spacing (see Tables 2-1, 2-

2 and 2-3). Secondly, because of the time involved in changing responsibilities in deteriorating

visibilities (again a local circumstance) it will be necessary to set ATC longitudinal spacing

procedures in effect before the basic visibility limit is actually reached. Thirdly, although RVR

readings are the best available indications of runway conditions, visibilities on the remainder

of the movement area may vary considerably and assessment of local meteorological anomalies

and experience could require variation of the basic visibility.

4.5.10 One safe way to effect ATC longitudinal spacing is to divide taxiways into blocks or segments

and, when controlling aircraft, to ensure that a "one-block" buffer is preserved between the

blocks or segments occupied by succeeding aircraft.

4.5.11 The provision of a fully computerized system for a complete aerodrome may be virtually ruled

out on the grounds of excessive complexity and, therefore, cost. A practical compromise system

of visual guidance and control, offered by current technology, is the selectively switchable

taxiway center line light system with integrated stop bars.



4.5.12 When an aerodrome is equipped with selectively switchable taxiway center line lights and

integrated stop bars, safe spacing can be achieved by providing taxiing aircraft with a

continuous center line of lights to its clearance limit which is defined by a red stop bar.

4.5.13 The capacity of a stop bar defined block control system is related to the number of blocks into

which a given route can be divided, but the ATC work-load involved in switching lights, RTF

communication and problems of maintaining aircraft identity also act as a constraint on the

amount of traffic which can safely be controlled.

4.5.14 The actual longitudinal spacing which can be provided by ATC will be directly related to the

actual control facilities installed at each specific aerodrome. This scale of facilities and the

procedures for their use is the final consideration in determining the longitudinal spacing which

is to be applied by ATC to ensure that:

a) a following aircraft does not collide with the preceding aircraft;

b) a following aircraft does not affect the maneuvering requirements of the preceding aircraft; and

c) a following aircraft is not affected by the blast of the preceding aircraft.

4.5.15 The minimum block length should never be less than the minimum safe longitudinal spacing

which ATC (taking all local factors into account) may be expected to apply.

4.5.16 The prerequisite for any introduction of a "block" system will be a thorough study of aircraft

movement, demand and ATC workload patterns to determine which practical SMGC design

compromises may have to be made before detailed design and installation work is started.

4.5.17 When approaching the runway holding point, to close up to a preceding holding aircraft. This

procedure ensures optimum runway use. It can only be implemented if precise and timely traffic

information, made possible by an SMR (surface movement radar) displayed directly to the

controller, is available.

4.5.18 Data made available by some aerodrome authorities which have extensive experience in low

visibility surface operations are presented at Appendix B as guidance to the problems and

requirements which must be considered if ATC longitudinal spacing on taxiways is to be

applied.

4.6 The Role of Surface Movement Radar (SMR)

4.6.1 There is currently no facility, or combination of facilities, which compensates fully for a

controller's loss of visual contact with the aerodrome surface and the traffic on it. Information

derived by other methods such as RTF communication or SMR is rarely as comprehensive or

informative, and is far less economic in terms of the work-load expended in its acquisition.

4.6.2 given that an aerodrome is adequately equipped with visual aids, the provision of an aerodrome

surface movement radar can make a valuable contribution to the safety and efficiency of ground

movement control in reduced visibility and at night; optimum capacity for the conditions is

unlikely to be achieved without it.



4.6.3 Surface movement radar permits a continuous check on runway occupancy and taxiway usage,

allows rapid appreciation of lighting control requirements and facilitates clearances for aircraft

and vehicles.

4.6.4 In emergencies it can play a part in the expeditious movement of emergency vehicles and the

safe disposition of other traffic, but it too has its limitations.

4.6.5 The accuracy of manoeuvre required on taxiways, which can satisfactorily be accomplished by

following lights and markings, is far more precise than could be provided by ATC instructions

using SMR direction. Although SMR can provide positional information to the controller, it is

a very difficult task for the controller to position an aircraft precisely using such radar.

4.6.6 At a major aerodrome, a large part of the maneuvering area can be obscured from the control

tower while visibility is still within the limits at which traffic can be expected to operate at the

normal level of demand, i.e. in visibility condition 2. In these conditions, while the usefulness

of SMR could scarcely be exaggerated, it is not possible to monitor in detail all traffic likely to

be present on the maneuvering area. There are two main problems:

a) the work-load and concentration involved in detailed monitoring is very high and restricts ATC

capacity; and

b) there is a limit to the amount of traffic information which a controller, using an SMR display,

can identify and retain for an extended period.

4.6.7 In summary, therefore, SMR can make a valuable contribution to the safety and efficiency of

surface movement control in low visibility and at night, but it is an adjunct and not an alternative

to provision of visual guidance and control facilities and maneuvering area protection measures.

Certainly taking SMR limitations and control capacities into account, ATC cannot be charged

with the administrative responsibility of aerodrome safety, although ATC could be expected to

take appropriate measures to protect traffic under control if and when intrusions are detected

using SMR.

4.7 Emergency Procedures

4.7.1 KCASR-14 requires the establishment of an aerodrome emergency plan in which ATC is one

of the agencies involved. Emergency situations envisaged include:

a) aircraft emergencies;

b) acts of unlawful interference with civil aviation;

c) occurrences involving dangerous goods; and

d) structural building fires.

4.7.2 In the event of an emergency situation on the movement area occurring in good visibility

conditions, it may be assumed that the controller will either observe the incident, or be among

the first to know of it, and that he will initiate emergency action.



4.7.3 ATC service will supply the rescue and fire fighting services with the location and type, take

action to safeguard other traffic on the movement area, restrict further entry into the area and

maintain contact with the emergency command post when it is established.

4.7.4 If an emergency occurs on the movement area in poor visibility and at visibilities below the

limit of ATC visual surveillance, the pattern of events and ATC action are likely to be:

a) realization that an incident has occurred which may result from:

1) RTF messages from aircraft involved;

2) RTF messages from other aircraft;

3) information from vehicles, security guards or other persons;

4) visual indications (e.g. a glow through fog);

5) SMR indications;

6) aural indications; and

7) failure of aircraft to respond to RTF transmission;

b) initiation of emergency action;

c) discovery of the location of the incident or accident. This will usually to some extent become

evident from information gained from above;

d) assistance to rescue and fire fighting vehicles, which may include:

1) RTF advice as to the location of the incident;

2) switching of taxiway lights to provide guidance for emergency vehicles; and

3) use of SMR to assist emergency vehicles;

e) safeguarding of traffic in the movement area, which will include:

1) stopping the movement of all surface traffic;

2) consideration of suspension of flight operations; and

3) restriction of entry to the movement area of other traffic;

f) liaison with the emergency command post;

g) the resumption of restricted surface movement when the situation has been accurately

determined:

1) by the re-routing of other traffic clear of the occurrence area; and

2) by the re-arrangement of route system to permit continuation of aerodrome

operations;

h) assessment, and indication to those concerned, of the surface movement capacity in the new

conditions;

i) facilitation of traffic movement concerned with the removal of damaged aircraft or vehicles;

and

j) arrangement for the inspection of the occurrence area and assessment of damage to aerodrome

surface, lights and other facilities.

4.8 RTF Procedures and Phraseology

4.8.1 The safety and efficiency of ground movement depends upon the clarity of understanding

between the controller and each of [he pilots or vehicle operators in contact with him. such co-

operation requires an understanding of the over-all situation which, in whole or in part, is gained

by monitoring RTF transmissions.



4.9 Co-Ordination

4.9.1 Each aerodrome authority must, together with its associated ATS authority, establish the

facilities and procedures necessary to allow co-ordination to be performed over the full range

of surface movement activities.

4.9.2 The establishment and regular meeting of a committee of which representatives of major

aerodrome interests are members is a good way to resolve any problems in co-ordination which

may occur.

4.9.3 A particularly important aspect of such administrative co-ordination is the need to establish

sound procedures for the rapid rectification of facility faults where these adversely affect the

operational safety and efficiency of the surface movement guidance and control system.



Chapter 5

Low Visibility Operations

5.1 Introduction

5.1.1 The purpose of this chapter is to briefly outline the preparation necessary for aerodrome operating

agencies to provide for low visibility operations.

5.2 Preparation for Low Visibility Operations

5.2.1 Ground operations below an RVR of 550 m create additional problems due to the reduced ability

of controllers, pilots, drivers and other relevant personnel to control and operate on an aerodrome

in reduced visibility without risk of collision with others and infringement of an active runway.

5.2.2 The aerodrome operator must provide specific low visibility procedures.

Working group

5.2.3 The working group will need to identify many general factors pertinent to operation below 400 m

RVR. These include:

a) the need for additional and more reliable ground equipment and aircraft systems;

b) the special requirements for the training and qualification of flight crew and ground personnel;

c) the stringent criteria required for obstacle clearance;

d) the aerodrome layout and the nature of the surrounding terrain;

e) the stringent criteria required for the protection of the ILS signal;

f) the adequacy of runways and taxiways; approach, runway and taxiway lighting and marking for

such operations;

g) the need for a more comprehensive control of ground movement traffic; and

h) the deployment of rescue and fire fighting services.

5.2.4 It will be necessary for the working group to establish a work programme, based on a time

schedule, in which these subjects and many others are examined.

Operational assessment

5.2.5 Low visibility operations demand higher specifications in the form of equipment and training

which are costly to provide. Study will be necessary in the initial planning stage to decide whether

such operations are justified.

5.2.6 In addition to the introduction and revision of low visibility procedures, the working group will

also have to decide on the visual and non-visual components of the SMGC system and the control

methods to be employed.



5.2.7 Chapter 2 provides detailed guidance on the selection of appropriate equipment and visual aids,

and Chapter 4 discusses the effect of deteriorating visibility on the capacity of the SMGC system

and the control methods and procedures that can be adopted

Safety assessment and procedures

5.2.8 The working group will also need to make a comprehensive safety assessment of the aerodrome,

and should take account of the lowest RVR at which the aerodrome intends to remain operational

and the expected volume of aerodrome traffic movements.

5.2.9 In particular, the assessment should take account of the increased operating risk due to the lack of

visual control that can be exercised by ATC as visibility decreases.

5.2.10 As an aircraft is at its most vulnerable when landing or taking off and is virtually incapable of

taking any avoiding action, the attention of the working group should be focused specifically on

the probability of runway intrusion by taxiing aircraft and/or vehicles. In this respect the following

action should be taken:

a) examination of the movement area design with specific attention being given to aircraft routings

between apron areas and runways, ground traffic control points and movement area entrances;

b) examination of the existing ATS instructions, operations orders and company rules that are

relevant to the general ground movement scenario;

c) examination of meteorological records and movement statistics for aircraft and other vehicles;

d) examination of any past records of runway intrusion. If no records are available, it may be

necessary to establish an incident rate by discussion with controllers, inspecting authorities, etc.

or refer to general international experience;

e) examination of existing airport security procedures (see also Chapter 7 - Runway Protection

Measures). The possibility of runway intrusion as an aggressive act is not large in comparison

with the possibility of an inadvertent intrusion but the use of general security procedures can have

a significant effect upon the over-all intrusion probability; and

f) a comprehensive inspection of the total movement area accompanied by the relevant experts and

responsible authorities during which the findings from a) to e) should be verified.

5.2.11 This safety assessment should be considered by the working group as part of a complete SMGC

system and should be completed in the early stages of the preparation process.

5.3 Low visibility procedures

5.3.1 The low visibility procedures developed for an aerodrome must take into account local conditions;

however, the basic factors that follow will need to be considered.

a) All drivers and other personnel authorized to operate on the movement area are adequately trained

in these procedures and are aware of the additional responsibilities placed upon them in low

visibility. It follows that the point at which low visibility procedures come into operation must be

well defined.

b) A record is maintained by the ATS of persons and vehicles on the maneuvering area (ref. PANS-

RAC, Part V) .



c) All non-essential vehicles and personnel, e.g. works contractors and maintenance parties must be

withdrawn from the maneuvering area.

d) Essential vehicles permitted to enter the maneuvering area are kept to a minimum and must be in

RTF communication with ATC.

e) Where the possibility of inadvertent entry onto the maneuvering area exists and where physical

closure is not practical, e.g. between aircraft maintenance areas and maneuvering areas, entry

points should be manned. If an opening is too wide for visual surveillance then it should be fitted

with intruder detection equipment, and those areas with intensive vehicular movement adjacent to

the maneuvering area and with no traffic control should be regularly patrolled.

f) All unguarded gated entrances to the movement area are kept locked and inspected at frequent

intervals.

g) There is adequate provision for alerting airlines and other organizations with movement area

access of the introduction of low visibility procedures. This is particularly important where

companies exercise control over their own apron areas and maintenance facilities adjacent to the

maneuvering area.

h) All personnel whose presence on the movement area is not essential to the operation should be

withdrawn.

i) Appropriate emergency procedures must be developed (see emergency procedures).

5.3.2 Consideration should also be given to the closure of runway access taxiways that are not essential

for entrance to or exit from the particular runway.

5.3.3 Physical closure using the unserviceability markers specified in KCASR-14.

5.3.4 This GM defines visibility condition 3 as "visibility less than 400 m RVR";

5.3.5 At aerodromes not equipped for landing in such conditions aircraft may be able to take off in

visibility less than 400 m RVR. it will be necessary to introduce specific safeguards and

procedures at such aerodromes as well.

5.3.6 The point at which low visibility procedures should be implemented This point may initially be

related to a specific RVR/cloud base measurement (e.g. 800 m/200 ft) in a worsening weather

situation and will be dependent on the rate of weather deterioration and the amount of lead time

necessary to implement the extra measures.

5.3.7 When the low visibility procedures are implemented, it will be necessary for the appropriate

authority to continuously review the effectiveness of the procedures and, when necessary, to

amend or update the procedures.

5.3.8 Low visibility procedures in use at several airports experienced in such operations are shown in

Appendix B.



5.4 Emergency Procedures

5.4.1 An essential factor that must be addressed prior to the introduction of low visibility operations is

the ability of the rescue and fire fighting service (RFF) to respond quickly to an emergency

situation. KCASR-14 gives the specifications for the provision of RFF facilities and the

requirement for an established aerodrome emergency plan in which ATC are involved.

5.4.2 In good visibility it can be assumed that ATC will either observe an incident or be among the first

to know of it, and that they will initiate emergency action, provide the RFF service with the

accident location and aircraft type, take action to safeguard other traffic and maintain contact with

the emergency command post.

5.4.3 ATC may not be immediately aware that an incident/accident has occurred. For instance, a brake

fire, unless detected on board the aircraft, is not likely to be noticed by ATC and a report, if any,

will come from some other source. It is important therefore that those personnel permitted to

operate on the movement area be aware of their responsibilities in reporting such incidents quickly

and accurately and are well versed in the correct method of notification to ATC and/or the RFF

service.

5.4.4 There is no simple clearly defined operational procedure to suit every situation Responsibility for

the final decision must rest with the controller on the spot and there should be no operational or

commercial pressure that might prompt him to "wait and see" and equally no criticism if, in the

final analysis, there was a degree of "over reaction". There should be no reluctance to call for RFF

support.

5.4.5 Once emergency action is initiated, a number of other problems arise as a result of reduced

visibility. The primary need is to get the RFF services to the scene of an incident/accident as

quickly as possible without creating additional safety hazards. The factors that affect this response

time are:

a) the location of the RFF vehicles;

b) the aerodrome layout;

c) the nature of the terrain adjacent to the paved areas and in the immediate vicinity of the aerodrome;

d) the RFF vehicle capabilities (e.g. cross-country); and

e) vehicle speed. It is not expected that vehicle speed will be significantly reduced until the visibility

falls below 200 m when the need to reduce speed to avoid collisions may affect the RFF response

time.

5.4.6 The response time in low visibility may prove to be excessive. A method of overcoming this is to

redeploy the RFF vehicles at two or more dispersal points about the aerodrome to ensure that no

incident occurs at more than an acceptable distance from RFF support. The reduction in distance

will compensate for any speed loss and is particularly important in the case of fire where rapid

intervention may prevent a minor incident escalating to something more serious.

5.4.7 The selection of the shortest route will be dependent upon the geography of the aerodrome and the

deployment of RFF vehicles. It is obviously important that RFF personnel must be very familiar



with the aerodrome layout, signs, markings and easily identifiable landmarks together with the

associated terrain.

5.4.8 ATC may be able to assist by switching taxiway lights to provide a clearly defined route, or by re-

routing other traffic clear of the occurrence area and, where available, by the use of surface

movement radar (SMR).

5.4.9 The use of SMR simplifies the solution to the many problems associated with the location of an

incident and the subsequent guidance and control of RFF vehicles and other traffic. the RFF and

ATC services carry out regular training exercises in order that they are both proficient in this use

of the equipment.

5.4.10 Whatever the standard of equipment, it is essential that RFF personnel are fully trained in all the

problems associated with operating in low visibility and are given opportunities to carry out

realistic exercises when these conditions prevail.

5.5 Summary

5.5.1 Before embarking on low visibility operations, the aerodrome authority in association with the

user operators will need to ascertain the:

a) incidence of low visibility conditions;

b) volume of traffic expected to operate in such conditions;

c) assessment of current needs and equipment; and

d) justification for such operations.

5.5.2 If the decision is made to proceed the appropriate authority will need to:

a) establish the lowest RVR at which the aerodrome intends to operate;

b) complete a comprehensive safety and security assessment of the total aerodrome movement area

and its operations;

c) provide any additional and/or more reliable ground aids and equipment;

d) provide for more comprehensive control of ground traffic;

e) provide specific low visibility procedures and regulations with an appropriate implementation

point;

f) assess the RFF deployment and response time; and

g) provide appropriate training and qualification of relevant personnel.



Chapter 6

High Traffic Volume Operations

6.1 General

6.1.1 High traffic volume place significant demands on the surface movement guidance and control

(SMGC) system and require facilities and procedures to meet the following major objectives:

a) protection of active runways from incursions by aircraft, vehicular and pedestrian traffic;

b) maintenance of efficient traffic flows, principally between terminal buildings and runways, but

also between other areas, e.g. aprons and maintenance facilities; and

c) reduce conflicts between the aircraft, vehicular and pedestrian traffic.

6.1.2 high traffic volume operations and attention is drawn to Chapter 2, Table 2-2, which gives

guidance on selecting SMGC system aids for operations under heavy traffic conditions.

6.2 Planning and Simulation

6.2.1 High traffic volume operations emphasize the importance of the associated planning process,

often involving an in-depth analysis of the real time traffic situation. A representative list of

items requiring consideration could include:

a) alternative runway configurations;

b) taxiway system design and/or improvements;

c) alternative runway assignment procedures;

d) ATC procedures and separation requirements;

e) automation aids available to the various components of the SMGC system;

f) terminal layout and gate/stand allocation;

g) gate/stand holding provisions and procedures; and

h) contingency provisions and procedures (accidents, aerodrome maintenance, snow removal,

etc.).

6.2.2 Guidance material on a simulation model and techniques for such an analysis is given in

Chapter 3 and in Appendix D. In the specific context of planning an SMGC system for high

traffic volume operations,

6.2.3 Planning objectives for high traffic volume operations should also include:

a) provision of taxi-routes with the minimum number of intersections (i.e. crossing points between

aircraft, or aircraft and vehicular and/or pedestrian traffic) consistent with projected traffic

needs;

b) maximum use of one way taxiways and circular routes, particularly in connexion with the

standard taxi-routes discussed in Section 6.4 below;



c) provision, so far as practical, of separate service roads for vehicular traffic which has no need

to use the maneuvering area (including some of the traffic to/from maintenance, cargo and

catering areas); and

d) provision of adequate RTF facilities.

6.3 Runway Protection

6.3.1 stress is laid on the fact that in very significant measure protection depends on:

a) provision of sufficient visual information (signs, surface markings and lights) to pilots and

vehicle drivers, all of whom must be conversant with that information and with the associated

procedures; and

b) particular attention to the clear and unambiguous marking of operational runways at all points

of access (see especially Chapter 7, Section 7.4).

6.3.2 High traffic volume operations increase the probability of runway incursions that are known to

result from accidental entry, mistaken routes and misunderstood clearances, and for that reason

add emphasis to the recommendations in Chapter 7 and the comments on aerodrome surface

markings, signs, lighting and procedures in the following sections of this chapter.

6.4 Standard taxi-routes and charts

6.4.1 Information on the establishment of standard taxi-routes for aircraft is given in KCASR 11,

Chapter 2 and in Chapter 3 of this manual.

6.4.2 matters of particular importance to an SMGC system for high traffic volume operations can be

summarized as:

a) a positive requirement for standard taxi-routes as surface movement volume increases, as

indicated in Chapter 2, Table 2-3;

b) such routes to be well identified and lighted in accordance with KCASR 14, Chapter 5

specifications for taxiway marking and lighting;

c) signs to reflect the provisions of KCASR 14, Chapter 5, and the additional material given in

Appendix A to this GM, and specifically:

1) to be uniform throughout the aerodrome;

2) to be self-evident (unambiguous) and simple, clearly identifying the standard taxi-route

to be followed, and permitting pilots to receive taxiing clearance expressed in terms of a

route designator and to proceed to the limit of that clearance without further RTF

communications;

3) to be located with due regard to the speed of taxiing aircraft, the height of the cockpit

above ground, and the need to give information to pilots in sufficient 'time for it to be

correlated when necessary with that on the aerodrome chart; and

4) to ensure adequate protection against the possibility of an aircraft entering a one-way

route in the wrong direction.



6.4.3 The ICAO Standards and Recommended Practices covering the provision and content of the

aerodrome chart and the ground movement chart are given in KCASR 14, Chapters 13 and 14.

An aerodrome chart - ICAO will need to be made available for all aerodromes used by

international commercial air transport.

6.4.4 In the present context of high traffic volume operations and standard taxi-routes, charts meeting

the requirements of KCASRs are essential. As indicated in Chapter 2, the aerodrome authority

should also initiate amendments of the charts as necessary.

6.5 Ground Control Organization and RTF Frequencies

6.5.1 The high traffic volume operations will in all probability require use of more than one RTF

frequency. It is recommended that consideration be given to the assignment of such frequencies

on an "area basis", rather than between arriving and departing aircraft.

6.5.2 safety is enhanced when the co-ordinating controllers are located in close physical proximity

to each other

6.6 Aircraft stand allocation and holding

6.6.1 In the context of highest traffic volume operations two measures are particularly recommended

to assist traffic flow between maneuvering and apron areas:

a) provision of information to pilots at the earliest appropriate time on the aircraft stand that has

been assigned to their aircraft;

b) Provision of suitably located holding bays as specified in KCASR 14, Chapter 3. Such bays can

help to avoid or reduce congestion when delays in aircraft arrivals or departures occur.

6.7 Special equipment

6.7.1 Guidance material on the role of aerodrome surface movement radar (SMR) is given in Chapter

4. Its requirement in high traffic volume operations is here confirmed, as also indicated in

Chapter 2, Table 2-2. SMR can be particularly useful when darkness, atmospheric conditions,

buildings or the size of the area involved make it impossible for controllers to monitor parts of

the taxiway complex by visual means.

Chapter 7

Runway Protection Measures

7.1 Introduction



7.1.1 Runway protection involves many disciplines and its importance is such that separate

consideration to this subject is given in this GM.

7.1.2 This chapter outlines the operational problem and gives some protection methods and

equipment that can be used by the appropriate aerodrome and air traffic control (ATC) agencies

to check and, if necessary, enhance their operating procedures.

7.2 The Operational Problem

7.2.1 The function of a runway is to provide for the transition of aircraft from flight to surface

movement and from surface movement to flight. It is in these stages of flight that an aircraft is

at its most vulnerable and is virtually incapable of taking any avoiding action and is certain of

destruction if a high speed collision occurs with any obstacle of significant size

7.2.2 The need for safety requires the following basic philosophy of operation:

a) so far as possible the runway must be reserved for the exclusive use of landing and departing

aircraft; and

b) landing and departing aircraft must occupy the runway for the minimum amount of time.

7.2.3 In practice, it is not possible to reserve a runway solely for the operation of aircraft. It follows

that the essential basis of runway protection is the exclusion from the maneuvering area of all

vehicles that have no right or need to be there, and a requirement for adequate knowledge,

competence and discipline on the part of those duly authorized to operate on the area.

7.3 Protection Measures

7.3.1 There are three types of encroachment:

a) Accidental entry to the runway by a vehicle whose driver has lost his way and somehow entered

the maneuvering area;

b) Mistaken entry resulting in an unauthorized entry to the runway by an aircraft or vehicle cleared

to move on the maneuvering area; and

c) Misunderstood clearance resulting in an entry to the runway by an aircraft or vehicle whose

operator believes, mistakenly, that the necessary clearance has been received.

Each of the above may be considered separately.

Accidental entry

7.3.2 The movement area must be fenced or otherwise protected against unauthorized entry, and

should be provided with controlled entry points. the cost has to be measured against the high

probability that if it is feasible for an external vehicle to gain access to the movement area, then

sooner or later one will appear on the runway.

7.3.3 The provision of positive ground movement rules and regulations should reduce the chances of

mistakes occurring to a minimum. Guidance on the application of such rules is given in

Appendix E.



Mistaken route

7.3.4 A different viewing aspect from cockpit or driving seat, can all contribute to mistakes being

made in location identification and direction of movement.

7.3.5 The aerodrome authority must give special attention to their signs, lights and markings to ensure

that the operational runway is adequately marked.

Misunderstood clearance

7.3.6 This is probably the most common cause of unauthorized entry to an operational runway and

is also the most difficult to prevent. The problem is compounded by the radiotelephone (RTF)

broadcast system where all those on the frequency can hear the instructions that are passed.

7.3.7 It follows that in the interests of runway protection, communication methods must be such to

reduce the likelihood of misunderstanding and the procedures used should be such that they

will not result in an aircraft or vehicle entering an operational runway without clearance

7.3.8 Faults in RTF communication that can lead to unauthorized entry of a runway are:

a) careless use of a qualified clearance, e.g. "cross after the B727" to a driver whose facility for

aircraft recognition may be less than the controller assumes;

b) talking too quickly;

c) superfluous remarks, particularly of protest or criticism, which do not make a positive

contribution to a situation; and

d) use of abbreviations, especially call signs, which could apply to more than one aircraft or

vehicle.

7.3.9 In the event of any uncertainty to check with ATC regardless of how busy the situation may

appear to be.

7.4 Runway Protection Methods and Equipment

7.4.1 appropriate authorities should establish a monitoring system that maintains the highest

standards possible. There is no equipment that can be a substitute for this basic philosophy.

7.4.2 The visual information in the form of signs, surface markings and lighting equipment can be

supported by more sophisticated non-visual electronic detection equipment where traffic

density and airfield complexity increase the risk of a possible infringement of the runway.

Surface markings, signs and lighting

The following are for use as runway protection aids:



• taxi-holding position markings

• stop bars

• taxi-holding position lights

signs:

• holding position

• taxiway/runway intersection

• STOP

• NO ENTRY

Details on the characteristics and installation of these aids is given in KCASR -14 It must be

recognized that the application requirements given in KCASR -14 are a minimum and that some

facilities only required when a runway has Category I1 or I11 precision approach status are

useful in other conditions.

7.4.3 A further method of safeguarding a runway is the installation of switchable stop bars as

described in KCASR -14 which are also a standard requirement for precision approach

runways, Category 111.

Non-visual electronic protection equipment

7.4.4 Many of these systems have been designed to monitor the whole of the movement area but can

be scaled down to cover just the runway and its immediate environs where a more complex

SMGC system cannot be justified. These techniques offer three basic forms of non-visual

surveillance:

a) the use of radar sensors which produce a facsimile display of the runway and the immediate

taxiways together with the operating traffic;

b) the use of linear sensors to monitor the entry and exit of traffic on defined divisions or blocks

close to the runway, this being displayed on a suitable indicator; and

c) the use of small area sensors to indicate the occupancy of sectors close to a runway.

7.4.5 The most successful method of non-visual surveillance is surface movement radar (SMR)

which has been in operation since the early 1960s. Ideally, this presents the controller with a

radar-derived plan of the aerodrome surface with the runways and taxiways clearly discernible,

with the traffic

7.4.6 Advances in computer technology, which have the capability of greatly enhancing basic radar

information, allow for runway protection programmes to be designed that produce an audio

alarm when the protected area of an active runway is intruded.

7.4.7 Recent developments in millimetre and FM CW (frequency modulated continuous wave) radars

may offer a cheaper alternative to SMR especially where a system is required only for runway

protection.



7.4.8 Portable L-Band FM CW radars are already available for intruder detection and these could be

developed for specific use on an aerodrome, but many of these systems will only detect moving

targets and will therefore require a certain amount of computer assistance to display continuous

data to the controller.

7.4.9 Linear sensors

a) Magnetic (Inductive) Loop Detectors:

Inductive loops strategically placed along a taxiway access to a runway will detect traffic

movement and this information can be displayed to the controller. An aerodrome lighting

system incorporating inductive loops, which are used for runway protection and the automatic

switching of stop bars and taxiway lights, is an integral part of the SMGC system.

b) Electromagnetic beams –

Electronic fencing using microwave techniques is feasible as a runway protection aid but

indications are that to cover an area the size of a runway could prove to be expensive in basic

and data distribution equipment.

7.4.10 Small area sensors and television.

These can be used to survey a particular area such as a runway holding point. Methods available

include small television cameras, specialized radars, magnetometers, ultrasonics, infra-red,

lasers and seismic sensors. A combination of the above methods could provide an effective

runway protection aid but may prove to be complex and expensive.

7.5 Summary

7.5.1 In order to achieve a high degree of runway safety, aerodrome operators must ensure that:

a) the movement area is fenced or otherwise protected against unauthorized entry;

b) all entry points to the movement area are controlled:

c) there is an adequate level of knowledge, competence and discipline among those in charge of

authorized traffic on the movement area;

d) all taxiways and road systems are adequately and appropriately signposted, marked and lighted;

e) an active runway is clearly and unmistakably marked as such to surface traffic;

f) all maneuvering area traffic conforms to recognized RTF procedures;

g) where possible, a verbal clearance to enter a runway is confirmed by a visual signal, e.g.

suppression of the stop bar and illumination of taxiway center line lights; and

h) where visibility, aerodrome complexity and traffic density demand, provision is made for non-

visual electronic protection equipment such as surface movement radar (SMR).



Chapter 8

Apron Management Service

8.1 General

8.1.1 Apron management is required to regulate the activities and movement of aircraft, vehicles and

personnel on the apron KCASR-14.

8.1.2 There are a variety of different approaches to apron management which have been developed

8.1.3 The need to establish a dedicated apron management service is dependent upon three main

operational factors. They are:

a) the traffic density;

b) the complexity of the apron layout; and

c) the visibility conditions under which the aerodrome authority plans to maintain operations.

8.1.4 The apron management must establish rules related to the operation of aircraft and ground

vehicles on the aprons. These rules should be compatible with those for the maneuvering area

8.1.5 KCASR-14, recommends that an apron management service be provided when warranted by

the volume of traffic and operating conditions.

8.1.6 The more complex the apron layout the more comprehensive an apron management service

needs to be, particularly when taxiways are included in the apron area.



8.1.7 The decision whether or not to provide an apron management service at a particular airport

must rest with the aerodrome authority.

8.1.8 The apron area may be a large part of the movement area with numerous nose-in stands, several

terminals and complex taxiways forming part of the layout. A complex apron area such as this

will need a comprehensive apron management service including radio communication

facilities.

8.1.9 Aerodrome authorities must therefore consider what scope of management is needed for the

activity on their apron areas to ensure the safe and efficient operation of aircraft and vehicles

in close proximity.

8.1.10 When considering what scope of management may be needed on an apron area, the following

points should be considered:

a) Is the apron area sufficiently large, complex or busy to merit a separate staff to manage it?

b) What RTF facilities do the staff need to exercise control over their own vehicles, airline vehicles

and, if necessary, over aircraft using apron taxiways?

c) If apron management staff are required to exercise control over aircraft and vehicles on the

apron area to ensure safe separation, then such staff should be properly trained and licensed and

their legal authority clearly established.

d) Will the apron management service issue its own instructions such as start up, push back, taxi

clearances, and stand allocation or will these be given by the ATS unit as an element of the

apron management service?

e) How will the various airline service vehicles be regulated on the apron as well as on airside

roads serving aircraft stands? Is there a need for roads, controlled or uncontrolled, crossing

apron taxiways?

f) Who will be responsible for inspection, maintenance and cleanliness of the aprons?

g) What size marshalling service, including leader van service (follow-me vehicles), is required

to meet aircraft parking needs?

h) Are low visibility operations contemplated at the aerodrome? If so what procedures need to be

developed to ensure safety on the apron area?

i) Are there procedures to cater for contingencies such as accidents, emergencies, snow clearance,

diversion aircraft, flow control when the stands are nearly all occupied, maintenance work,

stand cleaning and security?

8.2 Who operates the apron management service?

8.2.1 Apron management services may be provided by the air traffic service unit, by a unit set up by

the aerodrome authority, by the operator in the case of a ' company terminal, or by co-ordinated

control between ATS and the aerodrome authority or operating company.

8.2.2 Some States have found that a preferred system of operating aprons has been to set up a traffic

management control procedure in which a single unit takes over the responsibility for aircraft

and vehicles at a pre-determined handover point between the apron and the maneuvering area.



8.2.3 By arrangement with the aerodrome ATS unit, start-up and taxi clearance to the handover point

will be given to departing aircraft where the ATS unit assumes responsibility.

8.2.4 One form of the co-ordinated apron management service is where radio communication with

aircraft requiring start-up or push-back clearance on the apron is vested in the air traffic service

unit

8.2.5 The apron management service should ensure that the apron area is kept clean by airport

maintenance and that established aircraft clearance distances are available at the aircraft stand.

A marshalling service and a leader van (follow-me vehicle) service may also be provided.

8.3 Responsibilities and Functions

8.3.1 Whichever method of operating an apron management service is provided, the need for close

liaison between the aerodrome authority, aircraft operator and ATS is paramount. The

operational efficiency and safety of the system depends very largely on this close co-operation.

The following items are of importance to both ATS and the aerodrome authority:

a) Aircraft stand allocation

Over-all responsibility for aircraft stand allocation is normally retained by the aerodrome

operator although for operational convenience and efficiency a system of preferred user stands

may be established.

b) Aircraft arrival/departure times

Foreknowledge of arrival and departure times scheduled, estimated and actual is required by

ATS, apron management, terminal management and the operators. A system should be

established to ensure that this information is passed between all interested parties as quickly

and efficiently as possible.

c) Start-up clearances

Normally these are given by the ATC unit. Where an apron management service operates its

own radio communication on the apron area procedures will need to be established between the

apron management service and the ATC unit to ensure the efficient co-ordination and delivery

of such clearances.

d) Dissemination of information to operators

A system should be established to ensure the efficient distribution of relevant information

between apron management, ATS and operators. Such information could include notification



of work in progress, nonavailability of facilities, snow clearance plans and low visibility

procedures.

e) Security arrangements

In addition to normal security arrangements there are security requirements which are of

interest to many parties who operate on the apron. These would include contingency plans for

such eventualities as baggage identification on the stand, bomb warnings and hijack threats.

f) Availability of safety services

The rescue and fire fighting services (RFF) are normally alerted to an incident on the movement

area by ATS. However, at aerodromes where aircraft on the apron area are controlled by the

apron management service, a communication system needs to be established to alert the RFF

when an incident occurs in the apron area of responsibility.

g) Apron discipline

The apron management service will be responsible for ensuring compliance by all parties with

regulations relating to the apron.

8.3.2 Aircraft parking/docking guidance system

8.3.2.1 The apron guidance system provided will depend upon the accuracy of parking required and

the types of aircraft operating on the apron. Guidance on apron markings is given in the

Aerodrome Design Manual, Part 4. Where more accurate parking/docking is required then one

of the guidance systems conforming to the specifications in KCASR -14 must be installed. The

apron management service should monitor these systems and associated guidance lights to

ensure that they are inspected at least weekly to maintain high standards of serviceability.

8.3.3 Marshalling service

8.3.3.1 An aerodrome marshalling service should be provided where parking or docking guidance

systems do not exist or are unserviceable or where guidance to aircraft parking is required to

avoid a safety hazard and to make the most efficient use of available parking space. Where

aerodrome marshalling is provided, comprehensive instructions should be written for

marshallers including:

a) the absolute necessity for using only authorized signals (copies of these should be displayed at

suitable points);

b) the need to ensure that prior to using the authorized signals the marshaller shall ascertain that

the area within which an aircraft is to be guided is clear of objects which the aircraft, in

complying with his signals, might otherwise strike;

c) the circumstances in which one marshaller may be used and the occasions when wing walkers

are necessary;



d) the action to be taken in the event of an emergency or incident involving an aircraft and/or

vehicle occurring during marshalling, e.g. collision, fire, fuel spillage;

e) the need to wear a distinctive jacket at all times. This jacket can be of the waistcoat variety

coloured dayglow red, reflective orange, or reflective yellow; and

f) the action to be taken when re-positioning of aircraft is to be carried out by tractor and signalling

is necessary to close down engines.

8.4 Special procedures for low visibility conditions

8.4.1 The special procedures related to low visibility conditions are described in Chapter 5.

8.5 Training

8.5.1 The functions of the apron management service require that its staff be appropriately trained

and authorized to carry out their respective responsibilities, This applies particularly to those

responsible for the operation of an apron management center or tower, to marshallers and to

leader van (follow-me vehicle) operators.

8.5.2 Staff operating an apron management center or tower have the responsibility for managing and,

at some aerodromes, controlling aircraft movement within their area of responsibility.

8.5.3 issues addressed by a training programme will be:

a) ATS unit/apron management co-ordination;

b) start-up procedures;

c) push-back procedures;

d) gate holding procedures;

e) taxi clearances; and

f) en-route clearances.

8.5.4 Aircraft marshallers require training to ensure that they are properly qualified to direct aircraft

movements. Their training should focus on:

a) signalling;

b) aircraft characteristics, both physical and operating, that relate to maneuvering of aircraft within

the confines of the apron; and

c) personal safety around aircraft and particularly engines.

8.5.5 At aerodromes where leader vans ("follow me" vehicles) are in use, local regulations should

ensure that drivers are suitably qualified in RTF procedures, know visual signals and have a

suitable knowledge of taxiing speeds and correct aircraft/ vhehicle spacings. A thorough

knowledge of the aerodrome layout with an ability to find one's way in low visibility is

important.



Appendix A

Further Information on Visual Aids*

1. MARKING AIDS

1.1 Taxiway center line marking - This marking consists of a continuous yellow line extending

from the runway to the aircraft stand. Although termed center line, the marking really denotes

the path over which the cockpit of the aircraft should pass in order for the aircraft landing gear

to remain on a paved surface.

1.2 Taxi holding position marking - The purpose of this marking is to identify the point at which

an aircraft should hold at a taxiway/runway intersection so as not to be an obstacle to aircraft

operating on the runway or to interfere with the operation of the ILS. When operations on the

runway are conducted in different visibility conditions, more than one hold line may be required

at each intersection of a taxiway with the runway.

1.3 Taxiway intersection marking - The purpose of this marking is to identify the point at which

an aircraft must hold at a taxiway/taxiway intersection in order to be clear of other aircraft

passing in front of the holding aircraft on a crossing taxiway.

1.4 Aircraft stand markings - This term is used to refer to a number of different markings used to

provide guidance to a pilot maneuvering his aircraft on an aircraft stand. They provide

alignment guidance onto the stand, indicate the stopping position and alignment guidance from

the stand.

1.5 Apron safety lines - This term is used to refer to those markings on an apron that are intended

to provide guidance to vehicles other than aircraft; for example, wing tip clearance lines, service

roads and parking areas for ground vehicles. Their purpose is to control where ground

equipment and vehicles go in order to prevent them being obstacles to aircraft.

2. LIGHTING AIDS

2.1 Taxiway center line lights - These green lights are located along the taxiway center line

marking. Consideration is now being given to coding exit taxiway center line lights to indicate

to a pilot when he is clear of the runway. Alternate lights are intended to be coded green and

yellow from the beginning of the exit taxiway lighting near the runway center line up to the

edge of the ILS critical sensitive area or the lower edge of the inner transitional surface.

Taxiway center line lights are a particular requirement for low visibility operations when

taxiway edge lights provide inadequate guidance because they cannot be so readily seen from

the cockpit. These lights are available in different intensities for use in different visibility

conditions. Taxiway center line lights may be selectively switched on or off to identify the route

a pilot should take to reach his destination on the ground.



2.2 Taxiway edge lights - These lights are installed along the edges of taxiways and aprons. Their

purpose is to identify the lateral limits of the paved areas and thereby prevent aircraft from

taxiing off the pavement.

2.3 Taxi-holding position lights - This aid consists of two alternately illuminated yellow lights. A

pair of such lights is located at each side of a taxi-holding position. They are operated only

when a runway is being used for landing or take-off and are intended to provide a distinctive

warning to anyone approaching the taxi-holding position that they are about to encroach upon

an active runway.

2.4 Stop bars - A stop bar consists of a series of red lights perpendicular to the taxiway center line

at the point where it is desired that an aircraft stop. In general its location coincides with that

of the taxiway holding position marking. The lights are operated by air traffic control to indicate

when an aircraft should stop and when it should proceed. This is particularly useful when used

in conjunction with selectively switchable taxiway center line lights.

2.5 Clearance bars - This bar is similar to a stop bar but the lights are yellow and they are not

switched on or off to indicate when traffic should stop or proceed. They are primarily intended

for use at taxiway/taxiway intersections in conjunction with taxiway intersection markings.

2.6 Visual docking guidance systems – These systems are intended to provide precise alignment

and stopping information to an aircraft entering an aircraft stand.

2.7 Runway clearance aid - At present the only aid under consideration to provide runway

clearance information is colour coded taxiway center line lights; see taxiway center line lights

above.

3. SIGNS

3.1 Signs are of two basic types: mandatory instruction signs and information signs.

3.1.1 Mandatory instruction signs - Red signs with white inscriptions used to convey an instruction

which is to be carried out unless advised otherwise by ATS. Examples include:

- Stop sign

- No entry sign

- Holding position (Categories I, I1 or 111) sign

3.1.2 Information signs - Either black signs with yellow inscriptions or yellow signs with black

inscriptions used to indicate a specific location or destination or to provide other information.

3.1.3 In general, signs should meet the requirements in KCASR -14 . More importantly, signs should

be uniform throughout an aerodrome, selfevident (unambiguous) and simple, and located with

due regard to the speed and characteristics of taxiing aircraft (e.g. height of the cockpit, location

and height of jet pods) and the need to give information to pilots in sufficient time for it to be

correlated when necessary with that on the aerodrome chart.



Appendix B

Examples of Low Visibility Procedures

1. HEATHROW AIRPORT, LONDON, UNITED KINGDOM

1.1 Introduction *

1.1.1 The procedures have been devised to simplify the differing requirements of Category I1 and

Category I11 operations. To achieve this, during the relevant weather conditions (see 1.2

below), the localizer sensitive area (LSA) is to be safeguarded. This ensures the protection of

the localizer signal and at the same time effectively meets the obstacle free zone (OFZ)

requirements.



1.2 General

1.2.1 Runways 28L/10R and 28R/10L (see Figure B-1) are equipped for Category II/III operations

(low visibility operations).

1.2.2 Air traffic control (ATC) low visibility procedures become effective when:

a) the instrumented runway visual range. (IRVR) (or meteorological visibility if the IRVR system is

unserviceable) is less than 600 m. The IRVR to be used to determine the commencement of these

procedures is to be the touchdown reading but if this position is unserviceable the midpoint reading is

to be used;

b) the cloud ceiling is 200 ft or less, irrespective of the serviceability state of the ILS, lighting, standby

power, etc.

1.2.3 1.2.3 Pilots are entitled to expect ILS localizer and glide path signals to be fully protected from

interference during the final stages of the approach from the time that the procedures are

notified as in operation until the time that they are notified as cancelled. Controllers are

reminded that they have a responsibility to notify pilots of cancellation of low visibility

procedures, individually if necessary, and that localizer and glide path considerations must also

be applied when operating the low visibility procedures as a result of a 200 ft cloud ceiling

associated with better than 600 m visibility. The distance between successive landing aircraft

is critical; experience indicates that a minimum of 6 NM is necessary to achieve the objectives.

1.2.4 1.2.4 Localizer sensitive area (LSA) (see Figure B-2). Effectively, for ATC purposes, the LSA

is a rectangular area contained within parallel lines 137 m each side of the runway center line

and between the localizer aerial and the beginning of the runway in use. In the case of departing

aircraft the LSA exists only between the departing aircraft and the localizer aerial.

1.2.5 Protection of the LSA

1. Arriving aircraft. No vehicle or aircraft is permitted to infringe the LSA ahead of the arriving

aircraft from the time the aircraft is 1 NM from touchdown until it has completed its landing

run. Landing clearance must not be issued if the LSA is known to be infringed.

2. Departing aircraft. No vehicle or aircraft is permitted to infringe the LSA ahead of the

departing aircraft from the time when it has commenced its take-off run until it is airborne.

Take-off clearance must not be issued if the LSA ahead of the departing aircraft is known to be

infringed.

1.3 Responsibilities

1.3.1 It is the responsibility of:



ATC - to advise telecommunication engineers (TELS) and the airport authority when low visibility

procedures are to commence.

TELS

- to

immediately notify ATC whenever the ILS category differs from that promulgated. TELS will take the

appropriate NOTAM action.

Aerodrome authority - to immediately advise ATC of any significant unserviceability in the aerodrome

lighting and/or standby power supplies, and to ensure that all necessary ground safeguarding action is

taken and advise ATC accordingly. The aerodrome authority will take the appropriate NOTAM action.

Information relative to the above is to be recorded in the watch log.

1.4 Approach control (APC) procedures

1.4.1 Action by APC supervisor. In order for the necessary arrangements to be in force in sufficient

time the following action is to be taken when the touchdown- IRVR or cloud ceiling is

decreasing, and is expected to fall below 600 m/200 ft:

a) notify TELS and confirm the status of ILS;

b) notify the London Air Traffic Control Center (LATCC) supervisor.

1.4.2 The APC supervisor is responsible for notifying the above agencies when low visibility

operations cease.



1.4.3 The APC supervisor is also to ensure that:

a) the following message is broadcast on the automatic terminal information service (ATIS) or

passed to arriving aircraft by RTF, as appropriate: "ATC low visibility procedures in

operation";

b) all relevant information concerning the status of the ILS, lighting unserviceabilities, etc. is

passed to the appropriate controllers (including the ADC supervisor) for onward transmission

to aircraft; this notification to pilots is to indicate any lower status of the facility whether or not

it has already been promulgated by NOTAM;

c) details of any unserviceabilities of equipment relevant to Category II/III operations are included

in the ATIS message.

. .

1.4.4 Information to pilots. In addition to the information normally transmitted by approach control,

the following information must be passed by the appropriate controller to the pilot of every

arriving aircraft:

a) the current IRVR readings for the landing runway (or the reported meteorological visibility if

the IRVR system is unserviceable);

b) unserviceability of any component parts of the Category II/III facilities not previously broadcast

on the arrival ATIS.

1.4.5 Separation on final approach. The No. 2 Final Approach Radar Director (DIR) will decide on

a suitable final approach spacing in co-ordination with the tower controller, taking account of

the prevailing weather conditions. The aim should be to ensure that arriving aircraft can be

given a landing clearance at 2 NM from touchdown. Controllers should be aware that during

low visibility operations aircraft may require considerable time to clear the runway. In low

visibility conditions aircraft must establish on the localizer at an early stage. Therefore,

whenever ATC low visibility procedures are in operation aircraft must be vectored to intercept

the localizer at not less than 10 NM from touchdown.

1.4.6 Continuous descent approach (CDA). During low visibility operations the range information

and intermediate approach speed associated with CDAs are to be given whenever practicable.

However, controllers should be aware that pilots may wish to use final approach speeds which

do not conform to those specified in the CDA.

1.5 Aerodrome control (ADC) procedures

1.5.1 Action by aerodrome supervisor. On being notified by the approach supervisor that low

visibility procedures are to commence the ADC supervisor will inform:

- British Airports Authority (BAA) controller engineer

- aerodrome fire service (AFS)

- movement area safety unit (MASU), to institute their ground safeguarding procedures and

obtain confirmation that the runway has been safeguarded



The ADC supervisor is also responsible for notifying the above agencies when low visibility

operations cease.

Note.- Every effort should be made to notify MASU in sufficient time to enable ground

safeguarding procedures to be completed before low visibility operations commence.

However, the start of low visibility operations is not to be delayed awaiting the receipt of

confirmation from MASU.

1.5.2 If the IRVR falls to 350 m or less, or cloud ceiling 100 ft or less before confirmation is obtained

from MASU, supervisors are to ensure that any pilot wishing to make an approach, or take off,

is notified that ground safeguarding procedures have not been completed.

1.5.3 Action by tower controller

a) Landing clearance should be given no later than 2 NM from touchdown. If this is not possible

then the pilot must be warned to "expect late landing clearance". A landing clearance or

overshoot instruction must be issued before the aircraft reaches 1 NM from touchdown.

b) A landed aircraft, or traffic which has crossed the runway, should be given an unimpeded route

to allow it to clear the LSA towards, or onto the outer taxiway. Surface movement radar should

be used to monitor the progress of aircraft and crossing traffic and no ATC instruction is to be

issued which could prejudice this routing.

Note I.- If surface movement radar is not available then landing aircraft and crossing traffic

must clear the runway at those exits where white

-- flashing lights are provided. ~ n - t h ee vent- landing aircraft or crossing traffic leave the

runway at an exit where there are no white flashing lights then pilot/driver reports must be

obtained to ascertain that the LSA has been cleared, and this may entail the use of an

appropriate stop bar if block number reports are not available.

Note 2.- If distance from touchdown indicator (DFTI) performance does not allow

satisfactory assessment of the I NMpoint, the aircraft must be given landing clearance or

overshoot instructions at 2 NM from touchdown.

c) During single runway operations, the approach spacing should be arranged so as to ensure that

a departing aircraft passes overhead the localizer before the next landing aircraft reaches 2 NM

from touchdown. Experience has shown that the departing aircraft must commence its take-off

roll before the inbound aircraft reaches 6 NM from touchdown in order to achieve this.

1.5.4 White flashing lights. These are provided at certain runway exits and mark the lateral

boundaries of the LSA. Pilots clearing at these exits will delay their "runway clear" reports until

passing these lights.

Note.- It is anticipated that this facility will be replaced by yellow/green coded taxiway center

line lights to the limit of the LSA.

1.5.5 Action by lighting operator. The ground movement control (GMC) lighting assistant is to

monitor, in liaison with the BAA Airport duty engineer, the fault indicator lights for the lighting



services, establish the nature and expected duration of any faults and inform the aerodrome

control supervisor immediately any fault indications appear.

1.5.6 Information to departing aircraft. When low visibility procedures are in force the following is

to be added to the departure ATIS or passed to aircraft on RTF as appropriate:

"ATC low visibility procedures in operation: use Category I11 holding points"

1.5.7 Holding points. To comply with the safeguarding requirements, aircraft awaiting take-off must

hold at the Category I11 holding positions which are well defined by illuminated notice boards

and taxiway markings. The notified Category I11 holding points are as follows:

28L - Block 75, Block 94 and 95

28R - Block 92

10L - Block 115

10R - Block 98

With particular reference to runway 28L/10R, as there is no Category I11 notified holding point

north of Block 79, aircraft wishing to depart from Block 79 on 10R are to be held at the 65-89

stop bar. This restriction applies equally to crossing traffic.

1.5.8 Runway crossing routes. It should be clearly understood that in low visibility operations

appropriate notified holding points should be used not only for departing aircraft but also for

aircraft, vehicles, etc. wishing to cross a runway, or enter for purposes other than departure.

1.5.9 If aircraft vehicles, etc. wish to cross or enter at a position where a notified holding point is not

available, they must be held at a stop bar which is outside the LSA as shown in Figure B-2.

1.5.10 Taxiway route restrictions. The following route restrictions are to be applied during low

visibility operations:

a) Landings on runway 10R. No aircraft, taxiing or towing, to route via Blocks 85-72(0)-77(0).

Note.- This routing restriction is applicable in the direction stated, and applies equally to

landing aircraft.



Figure

B-2.

Localizer and glide path sensitive areas

b) Landings on runway 28R. No aircraft, taxiing or towing, to route via Blocks 101-27-40. It is

permitted to hold at the 40/27 stop bar in a north-easterly direction awaiting clearance to enter

runway 28R.

c) IOL - No B747SP aircraft are to proceed westward beyond the 35/36 stop bar while approaches

are being carried out to IOL.

d) IOR - No B747SP aircraft are to proceed westward beyond the 107/106 stop bar while

approaches are being carried out to IOR.

e) No aircraft is permitted to route Block 94-87-75 or vice versa when the 28L glide path is being

used by arriving aircraft.

f) Routes. Most routes on the airfield are fitted with high intensity taxiway center line lighting.

Special paint markings have been provided in some locations on the taxiway to warn of the

proximity and direction of the curves.

1.5.11 During low visibility operations the GMC/ air departure controller is to pass to aircraft

approaching the holding point essential traffic information in respect of aircraft already

holding.-

1.5.12 British Airways' aircraft, some of which are equipped with a ground roll monitor (GRM) may

request specific preferred routes to the holding points. These preferred routes are shown in

Figure B-1. During the taxiing phase from the stand, ATC may be requested to illuminate the

stop bar at the exit from the cul-de-sac, or at 24(I)-24(0) as appropriate, before bringing up the

green route to the runway holding point. This is to provide a zero reference point for the GRM.

1.6 Maneuvering area safety unit (MASU) - Adverse weather conditions



1.6.1 Run way categories

1.6.1.1 Runways 10L, 10R, 28L and 28R are equipped to accept aircraft operations down to ICAO

Category I11 limits.

1.6.1.2 Special procedures have been developed for aircraft operations in low visibility conditions and

are promulgated in the United Kingdom Air Pilot AGA Section.

1.6.2 Localizer sensitive area (LSA) lights and holding points

1.6.2.1 1.6.2.1 The following special facilities are provided for use in low visibility conditions:

a) LSA lights. These are positioned 137 m from the runway center line each side of the taxiway at

the nominated Category 111 turn-offs. The lights are omnidirectional, high intensity flashing

white. They are switched on in low visibility conditions only and provide an indication to the

pilot of an arriving aircraft turning off the runway that the aircraft is clear of the ILS localizer

sensitive area (see the Note below).

b) Category 111 holding points. These are positioned in taxiway Blocks 75, 92, 98, 94, 95 and

115 to keep aircraft awaiting take-off clear of the ILS sensitive areas. They are marked with

standard ICAO Category II/III taxiway point marks, additional runway guard lights switched

on in low visibility conditions only, and illuminated Category II/III notice boards.

Note.- It is anticipated that this facility will be replaced by yellow/green coded taxiway center

line lights to the limit of the LSA.

1.6.2.2 The above facilities are inspected once a week by the MASU and immediate rectification action

taken whenever necessary.

1.6.3 Additional safety precautions – low visibility checklists

1.6.3.1 The following additional precautions are taken to safeguard operations in low visibility.

1.6.3.2 Low visibility Checklist I . Implement when the IRVR is 1 000 m and the forecast shows that

the visibility will fall to below 600 m, or when requested by ATC or the operations duty

manager or ADC.

a) The MASU control room will telephone the following and advise them:

"Preliminary warning - low visibility procedures are expected to be in force shortly."

1) aerodrome fire service watchroom

2) access control duty officer (close controlled crossings)

3) control Post 12

4) operations duty manager (ODM)

5) apron safety unit



6) police

b) Check all the perimeter fencing and access gates including Wessex Road and Viscount Way.

c) Warn and remove maintenance and works contractors as necessary.

d) Check that the "shingals" (Category I11 approach lighting) for the available runways are on

and serviceable.

e) Check that the greedyellow runway turn-off lights are serviceable.

f) Ensure that warning signs and markers are available for Block 27/101 and No. 2 maintenance

area.

1.6.3.3 Low visibility Checklist 2. Implement when advised by ADC that low visibility procedures are

commencing (touchdown IRVR 600 m - cloud base 200 ft or less), or when requested by the

ODM.

a) The MASU control room will telephone the following and advise them that:

"Low visibility procedures are now in force"


2) access control duty officer (close controlled crossings)

3) control Post 12

4) operations duty manager


6) police

b) Switch on all LSA lights at blocks 89, 36, 17 and 75.

c) Switch on all low visibility runway guard lights (taxiholding position lights) and Category II/III

board lights at Blocks 98, 115, 92, 75, 94 and 95.

d) Mark off Block 101/27 stop bar and erect "no entry" sign. (Advise ADC that route 101-27 is

not available.)

e) Check that all controlled crossings are closed.

f) Erect "no entry" signs at entrances to Pan Am, GA apron and fields apron.

g) Advise ADC that low visibility safeguarding has been completed.

1.6.3.4 Low visibility Checklist 3. Implement when advised by ADC that low visibility procedures are

cancelled, or at the request of the ODM.

a) The MASU control room will telephone the following and advise them that: "Low visibility

procedures are cancelled. "


2) access control duty officer

3) operations duty manager


5) control Post 12

6) police.

b) Remove "no entry" signs at Pan Am, GA apron, Block 101 and advise ADC that route 101-27

is available.

c) Switch off all LSA lights.



d) Switch off all low visibility Category II/III board lights.

e) Advise maintenance and works contractors that they may resume operations.

2. FRANKFURT AIRPORT, FRANKFURT, FEDERAL REPUBLIC OF GERMANY

2.1 Introduction *

2.1.1 In 1982 Frankfurt Airport introduced all weather operations down to Category I11 limits of an

RVR of 125 m. At the request of the Federal Ministry of Transport, procedures and measures

for Category II/III low visibility operations have been introduced and in the interests of safety,

all departments, authorities and companies are required to instruct their employees to comply

with these procedures which are contained in Part 11, Chapter 1.1 of the Airport Regulations.

2.2 Category I1 operations

2.2.1 Definition

2.2.1.1 Operations with a high probability of successful approach and landing from a 200 ft (60 m)

decision height and an RVR of 800 m down to a 100 ft (30 m) decision height and an RVR of

400 m.

2.2.2 Operational requirements for Category II

2.2.2.1 Category I1 operations may only take place if Air Traffic Control (ATC) has taken the measures

stated in 2.4 and the following systems and installations are in a "fail-safe" operation:

a) Instrument landing system (ILS)

- localizer

- glide path

Note.- In the event of a failure of the outer marker and/or the middle marker, no downgrading

to a lower approach category shall take place. The failure shall be reported to the pilot who

then is solely responsible for determining his operating minima.

b) Visual aids for landing

- approach lighting system

- runway threshold lights

- runway touchdown zone lights

- runway center line lights

Note.- Failure of visual aids for landing (2 phases or tots[) and failure of the secondary power

supply shall be reported to the pilot immediately.

c) Meteorological installations

- ground wind speed and direction indicators

- -the runway visual range (RVR)



Note.- The above installations shall continuously provide current meteorological data.

d) Secondary power supply for the runway lighting system.

2.2.2.2 The working condition of the individual installations and systems is monitored and shown on

an indicator in the approach control and in aerodrome control.

2.3 Category III operations

2.3.1 Definition

a) Category 111 (a): Operations down to the runway surface, relying on external visual reference

during the final phase of landing and down to an RVR of the order of 200 m.

b) Category I11 (b): Operations down to the runway surface and sufficient visibility for taxiing.

Note.- The minimum visibility in which taxiing can take place without reliance on visual

references (e.g. taxiway center line lights and stop bars) and avoid collision with other traffic

approaching an intersection has been determined as 150 m at Frankfurt Airport.

2.3.2 Operational requirements for Category III

2.3.2.1 Category 111 operations may only take place if the Federal Air Navigation Agency has taken

the measures stated in 2.4 and the following systems and installations are in a "fail-safe"

operation:

a) Instrument landing system ILS

- localizer

- glide path

Note.- See 2.2.2.1 a)

b) Visual aids for landing

- runway threshold lights

- runway touchdown zone lights

- runway center line lights

c) Visual aids for taxiing

- stop bars

- -taxiway center line lights



Note.- Failure of visual aids for landing (2 phases or tots[) and failure of the secondary power

supply shall be reported to the pilot immediately.

d) Meteorological installations

- ground wind speed and direction indicators

- the runway visual range

Note.- The above installations shall continuously provide current meteorological data.

e) Secondary power supply for the runway lighting system

2.4 Measures taken by the Federal Air Navigation Agency (see Figures B-3 to B-5)

2.4.1 Notification

a) Category I1

- If either of the first two transmissometers installed in the landing direction show RVR values

of 1 000 m or less;

- and/or if the ceiling or vertical visibility is reported to be below 300 ft;

- and if the landing weather forecast expects further deterioration of the runway visual range

and/or a further lowering of the ceiling, i.e. further deterioration of the vertical visibility; the

Federal Air Navigation Agency shall give notification to the following offices of the

forthcoming commencement of Category I1 flight operations:

1) meteorological service

2) Flughafen Frank-Main AG (FAG) apron control

3) Rhein-Main military apron control (United States Air Force).

b) Category I11

- If either of the first two transmissometers installed in the direction of landing show RVR values

of 400 m or less;

- and/or if the ceiling or vertical visibility is reported to be below 100 ft;

- -and if the landing weather forecast expects a deterioration of the runway visual range and/or a

lowering of the ceiling or vertical visibility; the Federal Air Navigation Agency shall notify the

following offices of the forthcoming commencement of Category I11 flight operations:

1) Flughafen Frank-Main AG (FAG) apron control

2) Rhein-Main military apron control (United States Air Force).

2.4.2 Procedures

2.4.2.1 The Federal Air Navigation Agency shall check whether the system, installation and indicator

mentioned in 2.2.2 and 2.3.2 are serviceable and in a 'fail-safe" operating condition, and

whether the meteorological service facilities are providing the current data, and whether the



FAG apron control and the Rhein-Main military apron control have given the required report

on obstacle clearance. If all the requirements are met and RVR is 800 m or below and/or the

ceiling is below 200 ft, the Federal Air Navigation Agency will give permission for Category

II/III ILS procedures using the phraseology "Low visibility procedures in operation".



ALL WEATHER OPERATIONS FRANKFURTIMAI N AIRPORT

OPERATION PROCEDURE

Availability Category 11111 1

Figure B-3.

All

weather

operations

-

Frankfurt-

Main

Airport

(Category

II/III

operations)

ALL

WEATHER OPERATIONS FRANKFURTIMAIN AIRPORT

OPERATION PROCEDURE

Category II Operations



Figure B-4. All weather operations - Frankfurt-Main Airport

(Category I1 operations)

ALL WEATHER OPERATIONS FRAN KFURTlMAIN AIRPORT

OPERATION PROCEDURE



Categor-y Ill Operations

Figure B-5. All weather operations - Frankfurt-Main Airport

(Category 111 operations)

2.4.2.2 The Federal Air Navigation Agency shall issue operating instructions for Category II/III which

give detailed directions to approach control and aerodrome control on the operation of the

lighting system and the observance of taxi-holding positions. The Federal Air Navigation

Agency is responsible for instructing aircraft to use the recognized Category II/III holding



points and if the RVR is 400 m or below and/or the ceiling is below 100 ft for operating the

associated stop bars and taxiway center line lights.

2.4.2.3 The Federal Air Navigation Agency shall also close the service lane to the maneuvering area

by switching the traffic lights to red.

2.4.2.3.1 No aircraft of the type C 5A may be towed within the ILS protection zone on the military

apron without the prior permission of the Federal Air Navigation Agency.

2.4.2.4 The Federal Air Navigation Agency shall terminate Category II/III requirements if, for a period

of at least 20 minutes, the RVR values exceed 1 000 m for Category 11, 400 m for Category

I11 and/or the ceiling or vertical visibility is greater than 200 ft for Category 11, 100 ft for

Category I11 and a trend for further improvement is confirmed by the MET forecaster.

2.5 Aircraft guidance in Category II/III conditions

2.5.1 2.5.1 After landing on the southerly runway (25L/07R) aircraft shall taxi to the apron area

following the green center line lights without the assistance of a "follow me" vehicle. Taxiway

route C(R), W, N should be used after landing on runway 25L and taxiway route C(D), By A

should be used after landing on runway 07R (see Figure B-6).

2.5.2 2.5.2 Clearance to taxi on to the runway for the take-off shall be given by RTF and, in addition,

by switching off the appropriate red stop bar. The stop bar will automatically switch on again

once the aircraft has passed and the controller can check if the stop bar is operating by using

the lighting monitoring system.

2.6 Measures taken by the Rhein-Main military apron control

2.6.1 The Rhein-Main military apron control is responsible for all Category II/IIl requirements within

their area and shall prevent traffic from the south crossing the red line north of the military

apron

1) Clearance of the 300 m strip of all obstacles higher than 15 m (Category 111).

2) Suspension of all traffic, towing and other, on taxiway S.

3) Observance of the recognized Category 11411 taxiholding position on the northern boundary

of the military apron.

4) Observance of the special provisions for the positioning of C5A aircraft in the eastern part of

the military apron.

In the case of an emergency the United States Air Force fire brigade shall assemble at the

Category II/III taxiholding position.

2.7 Measures taken by the German Meteorological Service

2.7.1 The German Meteorological Service shall make routine reports to the competent Federal Air

Navigation Agency office on failures of the meteorological installations serving Category II/III

operations or on their failure probability.



2.8 Measures taken by the airport operator (Flughafen Frank-Main AG - FAG)

2.8.1 Apron control

a) Category I1

When the Federal Air Navigation Agency requests Category I1 readiness, the apron control

shall check and make sure that the ILS sensitivity areas are clear of obstacles (e.g. construction

machinery, vehicles, etc.). Furthermore, it shall stop any uncontrolled traffic on and in the

vicinity of the service lane in the maneuvering area. All traffic in the maneuvering area must

be authorized, i.e. cleared, by the aerodrome control and all vehicle operators shall monitor by

radio the transmitting frequency used by the tower.

Figure B-6. Layout of Frankfurt-Main Airport

The apron control shall increase maneuvering area safety by closing the access from Ellis Road

(i.e. closing the entrance there). Through the security services co-ordination center the apron

control shall give notification of the commencement of Category II/III operations to the fire

and rescue services, the police and to the Federal Border Police.

b) Category I11

In addition to the measures required for Category I1 operations, in Category I11 conditions the

apron control shall instruct the security services coordination



center to check and make sure that all unattended entrances to the maneuvering area are closed.

The security services co-ordination center shall then report to the Federal Air Navigation

Agency via apron control that the measures have been completed. The commencement of

Category I11 operations shall be reported to airline operators, departments, authorities and

companies and other operational control services through the "FAG TV Info" system.

Aircraft guidance in Category 11/111 conditions

- Arriving aircraft shall be guided on the apron area by a "follow me" vehicle in Category I11

conditions from no later than the end of the existing taxiway center line lights.

- "Follow me" vehicles shall guide outbound taxiing aircraft to the agreed transfer-of-control

points.

- In Category I11 conditions, vehicles guiding aircraft must not proceed faster than a maximum

speed of 20 km/h

2.8.2 Aviation supervisory office – general aviation terminal

2.8.2.1 The Aviation supervisory office shall provide appropriate information on Category 111

meteorological conditions at the general aviation terminal entrance to the apron.

2.8.3 Fire fighting services, rescue services and ice and snow removal services

2.8.3.1 In the case of an emergency the fire brigade, rescue and snow/ice removal service vehicles shall

assemble at the recognized Category II/III taxi- holding positions.

2.8.4 Security services

2.8.4.1 The security services shall make sure that all unattended entrances to the maneuvering area are

closed and shall report to apron control that this action is complete. They shall also monitor the

remaining access ways to the operational area and advise the appropriate users. Apron control

shall notify the users of Category I11 operations on the "FAG TV Info" system.

2.8.4.2 Apron control shall notify the security services co-ordination center of Category I11 operations

who, in turn, shall notify all attended apron entrances and other airport agencies of the

commencement of Category I11 operations. The apron entrance attendant shall inform all

vehicles entering the apron area of the Category I11 conditions with reference to the Category

II/III operational procedures and to Section 7 of the Rules of Conduct and Other Provisions

Governing the Traffic in the Maneuvering Area and on the Apron.

2.8.5 Aircraft handling control and other operations control units

2.8.5.1 The individual operations control units shall notify their staff working on the apron of the

commencement and termination of Category 111 conditions and draw their attention to the



Category II/III operational procedures, especially to Section 7 of the Rules of Conduct . . . etc..

, .

2.9 Measures taken by the airline operators, fuelling contractors, agencies and other companies

2.9.1 Airline operators, fuelling contractors, agencies and other companies shall guarantee

compliance with the provisions stated in Section 5.4, paragraph 1 of the Airport Instructions.

They shall ensure that their drivers and pertinent personnel have been given prior notification

of existing Category I11 conditions and are familiar with the Traffic Rules and Licensing

Regulations and with the particular requirements for Category I11 operations.

2.10 Rules of conduct and provisions governing the rraffic in the maneuvering area and on the

apron

2.10.1 General

2.10.1.1 The provisions of Section A of the Traffic Rules and Licensing Regulations shall apply to all

traffic on the maneuvering area and on the apron in all weather conditions:

1) all vehicle operators or other persons using the nonpublic operational areas must be familiar

with the safety regulations, the Traffic Rules and Licensing Regulations and be authorized to

use the non-public operational areas;

2) there is a closed roadway system running through the entire movement area of Frankfurt

Airport. All persons driving on the operational areas must closely follow these roadways,

service lanes and passageways. Information concerning such movement is contained in

Information Sheet 10 of the Traffic Rules and Licensing Regulations.

2.10.2 During Category II/III meteorological conditions

2.10.2.1 In adverse weather conditions more stringent safety regulations and traffic rules shall

apply as follows:

1) no vehicle shall cross a taxiway unless it cannot avoid doing so. Tunnels and bypasses around

taxiway intersections shall be used;

2) in Category II/III conditions, no vehicular traffic shall be allowed on the maneuvering area.

With the commencement of Category I1 conditions all traffic lights on the service lane parallel

to taxiway C shall be switched to red. All traffic must stop immediately and vehicle operators

must contact the Federal Air Navigation Agency aerodrome control on the telephone installed

at each of the traffic lights and request further instructions.

Vehicles authorized by aerodrome control to operate on the maneuvering area in Category II/III

conditions shall permanently monitor the ground control frequency.

2.10.3 During Category 111 meteorology conditions

1) No vehicle may operate on the apron in Category I11 conditions unless urgently needed for the

purpose of handling, fuelling, catering and maintenance. The decision on whether a vehicle is

required shall be made by the respective operations control units. Other traffic shall require

prior permission of the apron control.



2) In Category II/III conditions, aircraft on the apron area shall be guided by a "follow me" vehicle.

3) Notification of Category I11 conditions must be given on the "FAG TV Info" system and by

special signs at the entrances and roadways on the apron.

3. PARIS/CHARLES-DE-GAULLE AIRPORT, PARIS, FRANCE

3.1 Introduction *

3.1.1 Since its opening to traffic in 1974 Paris/ Charles-de-Gaulle has been equipped for Category

I11 operations. The experience gained at Paris-Orly Airport since 1968 was useful in

developing the procedures detailed below.

3.2 General

3.2.1 Four runways are equipped for Category I11 operations (see Figure B-7). ILS runways 09, 10

and 27 are approved for all Category I11 operations; ILS 28 is approved for Category I11 with

decision height not below 15 m (50 ft).

3.2.2 Because of overlapping of categories according to different types of aircraft, only two cases are

considered:

- Category 11: RVR below 800 m but not below 400 m;

- Category 111: RVR below 400 m.

3.3 Equipment to be operating when RVR decreases below 800 m

3.3.1 Lighting. Switch on at maximum intensity:

- runway threshold and end lights;

- runway edge lights;

- runway center line lights;

- touchdown zone lights;

- approach lights;

- high speed turns off center line light;

- taxiway center line lights.

No adjustment of lighting controls is allowed during final approach of aircraft. Lighting

controls must be locked.

3.3.2 ILS. All the elements of ILS used must be operative:

- localizer;

- glide path;

- outer marker

- middle marker.



Figure B-7. Layout of ParidCharles-de-Gaulle Airport

Any maintenance action on ILS is strictly prohibited during the approach. Accordingly, radio-

aids maintenance shall be advised when RVR decreases below 800 m.

3.3.3 Transmissometers. Touchdown and midrunway transmissometers must be operative with direct

reading at control positions.

3.3.4 Control positions organization. As soon as RVR decreases below 800 m a second tower

frequency shall be operative:

- runway 09/27: TWR 1 119.250 MHz;

- runway 10/28: TWR 2 120.650 MHz.

3.3.5 Rescue and fire fighting service. The rescue and fire fighting service shall be on alert position

until weather conditions improve.

3.3.6 Turboclair. As soon as RVR is below 400 m the fog dispersal system (FDS) Turboclair installed

on runway 09 shall be in operation if wind and temperature are within prescribed limits.



3.4 Control procedures

3.4.1 RVR. Touchdown zone and mid-runway RVR values must be given to all aircraft on approach

and tower frequencies. All significant changes are given. Stop end RVR is given if the value is

far below the others. Except in case of worsening conditions, no RVR report is given to an

approach aircraft after the outer marker. When Turboclair is on power, for aircraft using it,

tower controller replaces touchdown RVR value by "FDS".

3.4.2 ATIS

3.4.2.1 RVR. No RVR is given on ATIS; the following phrases are broadcast: "RVR available on

control frequencies. Check your minima".

3.4.2.2 Turboclair. The availability of Turboclair for approved operators is broadcast.

3.4.2.3 Downgrading of runway category. The following advice is broadcast: "Runway (number) not

available for Category I11 (or 11)".

3.4.3 Phraseology and alarm

3.4.3.1 Phraseology. All Category I1 or I11 approaches must be announced by the pilot. The controller

shall ask for a report:

- over outer marker;

- on the runway or going around.

3.4.3.2 Alarm. When final approaches and landings are not visible from tower, red alarm (real accident)

shall be initiated for all radio communication failures following a loss of radar contact

(surveillance radar, surface movement radar) or abnormal moving on these equipments.

3.4.4 Transponder. The switching to stand-by position shall be requested after landing only.

3.4.5 Localizer sensitive area. The ILS signal is protected if aircraft stop at Category I11 taxi-holding

positions.

3.5 Special action

3.5.1 Action by supervisor

3.5.1.1 When RVR is below 800 m:

- open a second tower frequency;

- check that lighting is correctly selected and operating properly;

- check locking of lighting controls;

- check ILS status;



- check transmissometers;

- check ATIS broadcast;

- advise: power-station supervisor;

radio aids maintenance supervisor;

rescue and fire fighting service;

movement area surveillance supervisor;

- check Turboclair condition and prepare starting when RVR falls below 600 m.

3.5.1.2 When RVR is below 400 m, if FDS is operating:

- -operate the runways facing east (except if it is impossible because of wind, equipment failure,

etc.);

- start Turboclair on idle power if users are expected.

3.5.2 Action by approach controllers

- give RVR at touchdown and mid-runway;

- respect prescribed spacings;

- -transmit to tower all requests for Category 11, Category I11 or Turboclair;

- vector at moderate speed (180 kt at 15 NM from touchdown);

- intercept localizer at 15 NM from touchdown and hand over to tower at that distance.

3.5.3 Action by tower controllers

- give RVR;

- respect prescribed spacings;

- check ILS condition;

- -switch Turboclair power on for aircraft using it and switch off after landing;

- use only approved phraseology;

- do not allow an aircraft to enter localizer sensitive area during approaches;

- -initiate alarm according to 3.4.3.2;

- -inform pilots of all failures of ILS, lighting or Turboclair;

- give Turboclair cross wind if any;

- use surface movement radar to monitor runways.

3.5.4 Action by ground controller

- -hand over to tower only one aircraft at a time when at the taxi-holding position, and when clear

of any preceding traffic;

- use surface movement radar to monitor carefully all taxiing aircraft;

- use surface movement radar to monitor vehicles allowed to travel on maneuvering area for

safety reasons (ATS vehicles, urgent maintenance, rescue and fire fighting service).



Appendix C

Examples of Apron Management Services

1. HEATHROW AIRPORT, LONDON, UNITED KINGDOM

1.1 Traffic 1983/84

Passengers 26 749 200 (84 per cent international)

Air transport movements 260 100

Cargo (tonnes) 469 700

1.2 General. The airport is owned and operated by the British Airports Authority and the air traffic

control service is provided by the National Air Traffic Services of the Civil Aviation Authority.

1.3 Layout. Three passenger terminals are located in the center of the airport, and are served by a

total of eight piers which are surrounded by 116 aircraft stands. On the south side of the airport

is a large cargo terminal which has a further 25 stands. A fourth passenger terminal is under

construction which will have a further 22 stands.

1.4 Stand guidance. The majority of stands are equipped with azimuth guidance for nose-in stands

(AGNIS), complemented by parallax parking aid (PAPA) or side marker boards. The airport

authority provides a marshalling service for the remaining stands.

1.5 Apron maintenance. The apron areas have their own management organization responsible to

the chief of airside safety and operations. Staff of the apron safety unit inspect all aprons

regularly, as do members of operations management, and defects are reported to airport

engineers for maintenance or repair. Stands are swept by sweeper vehicles when required and,

in addition, there is a regular programme for the stands to be wet-scrubbed. Fuel spillages are

reported to the apron safety unit who arrange for the cleaning.

1.6 Visual aids. All aircraft stands have standard paint markings and all apron taxiways have

switchable green center line lights and stop bars. Most aircraft stands have yellow aircraft stand

maneuvering guidance lights. Aprons are marked in white paint to delineate equipment areas,

inter-aircraft stand clearways and airside roads. The boundary between the aircraft stands and

the taxiway is indicated by a continuous double white line. This line is also the boundary

between the maneuvering area and the apron area.

1.7 Air traffic control. All movements on the airport except vehicles on aprons are controlled by

the air traffic control service. As soon as aircraft are pushed back onto the taxiway they are on

the maneuvering area and are controlled by the ground movement controller. Having the

maneuvering area boundary between the stands and the apron taxiway has proved very

successful, not only at Heathrow, but at other major British airports. The air traffic control

service exercises positive R/T control over all movements on the apron taxiways. This provides

high standards of discipline on apron taxiways and also means that the apron management

service does not need to employ licensed controllers to exercise control over aircraft

movements in the apron area.



1.8 Apron control. The apron control room is staffed by employees of the airport authority. Apron

control is the focus for information on arriving and departing aircraft and is responsible for the

allocation of the majority of aircraft stands at the airport. The allocation of aircraft stands

serving one of the central area terminals is delegated to British Airways. Apron control staff

have no direct communication with aircraft and all information is passed through the ground

movement controller in the tower.

1.9 Low visibility procedures. As the apron area comprises only aircraft stands there is very little

involvement in low visibility procedures. Low visibility operations safeguarding is carried out

on the maneuvering area by another unit of operations staff.

Apron staff close certain vehicle crossings on taxiways and provide a "follow me" service as

required.

2. ZURICH AIRPORT, ZURICH, SWITZERLAND

2.1 Traffic 1985




2.2 General. The airport is owned by the Canton of Zurich and operated by the Zurich Airport

Authority. Air traffic control services are provided by a private company under contract to the

Federal Government with the exception of the apron unit which is controlled by the airport

authority.

2.3 Layout. The apron area is a compact triangular shape and lies in the segment southeast of the

intersection between runways 28 and 34. The area is served by two adjacent passenger terminals

and a large freight building. One passenger terminal has a finger pier with nine aircraft stands.

A second pier is at present being built on the other passenger terminal. The apron comprises 51

stands plus five sectors for general aviation traffic.

2.4 Stand guidance. The pier stands of terminal (A) are equipped with the Swedish Safe Gate

System, those of terminal (B) with PAPA/AGNIS systems. The remote stands have painted

surface markings so that aircraft can self-position and stop without assistance. Marshallers are

used only in special cases or extraordinary operating conditions.

2.5 Apron maintenance. Airport operations staff inspect the surfaces of the movement area three

times daily for serviceability and cleanliness. Any problems are reported to airport maintenance

staff. The maintenance staff carry out their own detailed inspection of surfaces two times daily.

Maintenance staff are responsible for the cleanliness of the parking stands. Cleaning vehicles

are in constant use and stands are regularly vacuum cleaned.



2.6 Visual aids. Standard yellow taxiway markings are used with blue edge lights. A system of

selectively switchable green center line routes and stop bars is soon to be installed.

2.7 Air traffic control. Control of air traffic on the maneuvering area is exercised by the air traffic

control service. Control of air traffic on the apron area is exercised by a separate unit called

apron control (airport authority). The maneuvering area boundary with the apron control area

of responsibility is delineated by various grass areas and standard taxiholding position markings

on those taxiways which link the apron area with the two adjacent runways.

2.8 Apron control. Within its area of responsibility, apron control aims to prevent collisions

between aircraft and between aircraft and obstacles. It is also responsible for an orderly and

expeditious flow of traffic on the apron taxiways and the aircraft stands taxilanes plus the

allocation of parking stands. Apron controllers are employees of the airport authority. Their

training follows a programme worked out by the air traffic control service and airport authority

under the supervision of the Federal Office for Civil Aviation, after which they must obtain and

maintain an apron controller's licence issued by the Federal Office for Civil Aviation. Aircraft

request start-up clearance from air traffic control (clearance delivery) and then change to apron

control frequency for pushback/tow out/taxi clearances. Aircraft are then retransferred to the

air traffic control frequency at the maneuvering area boundary. Similarly, inbound aircraft are

transferred from air traffic control to apron control at the maneuvering area boundary.

2.9 Low visibility procedures. Aircraft are guided with the assistance of marshallers and "follow

me" vehicles. The need for this service will cease when the ground movement control taxiway

lighting is installed together with surface movement radar. Casual maintenance work on the

maneuvering area ceases when the visibility falls to 2 500 m unless authorized airport

operations staff are in attendance.

3. MELBOURNE INTERNATIONAL AIRPORT, MELBOURNE, AUSTRALIA

3.1 Traffic 1983/84




3.2 General. The airport is owned and operated by the Australian Department of Aviation. Airport

administration and apron management are the responsibilities of the airport director. The air

traffic control service is also provided by the department of aviation but it is not within the

jurisdiction of the airport director.

3.3 Layout. The airport has one large terminal in which the central portion and associated pier

handles international traffic. The two wing portions, and associated piers, are each allocated to

a major domestic airline and handle all domestic traffic. There are approximately 25 stands



around the three piers serving the terminal. There are two separate freight aprons allocated

mainly one each to the domestic airlines.

3.4 Aircraft stand guidance. Most aircraft stands are equipped with nose-in guidance systems with

side marker boards and side marker lights. The Department of Aviation (D of A) provides

marshallers who mainly perform their duties on the D of A apron areas. Various major airlines

provide their own marshallers.

3.5 Apron maintenance. Operations staff, under the airport director, are responsible for regular

inspections of the movement area and any repairs are carried out by airport maintenance staff.

Cleanliness of the aircraft stands is a responsibility shared by the Airline Operators Committee

and the airport staff. The D of A operates a mobile mechanical sweeper on the apron area and

the state of cleanliness is monitored by both airline and airport staff. Fuel spillages are the

responsibility of the airline concerned; however, they may request assistance through the

surface movement controller (aprons) of the airport ground staff and the rescue and fire fighting

service.

3.6 Visual aids. Apron surface markings comprise aircraft parking guidelines to provide pilots with

guidance from taxiways onto the aircraft stand and aircraft parking limit lines to ensure taxi

lanes are not infringed by parked aircraft. Equipment parking areas, equipment limits and

airside vehicle roads are also delineated on the apron.

3.7 Air traffic control. Activity on the apron area is controlled by a surface movement controller

(aprons) from a small control tower overlooking the apron. This controller holds a current air

traffic control licence and is also therefore able to exercise control over part of the maneuvering

area. He is responsible for co-ordinating movements on the apron area. There is a geographical

boundary between the area of responsibility of the surface movement controller (aprons) and

the surface movement controller responsible for activity on the maneuvering area. However,

the boundary is not marked by any painted lines or signs but is associated with a frequency

change directed by the controller.

3.8 Apron control. An apron co-ordinator works closely with the surface movement controller

(aprons) and is responsible for allocating international parkingbays, baggage carousels, and for

policing the occupancy of parking bays. Each domestic airline has an operating center from

which it exercises responsibility for the usage of its own apron area including the allocation of

parking bays. The apron co-ordinator has no direct communication with aircraft and passes

information through the surface movement controller (aprons).

3.9 Low visibilityprocedures. There are no special low visibility operations procedures for the

apron area. The airport safety officers generally police the movement of vehicles on the apron

areas and will provide a "follow me" service if required.

4. FRANKFURT-MAIN AIRPORT, FRANKFURT, FEDERAL REPUBLIC OF

GERMANY

4.1 Traffic 1984



Passengers 19 03 1 764 (74 per cent international)



4.2 General. The airport is owned and operated by Flughafen Frankfurt-Main AG. The air traffic

control service is provided by the Federal Administration of Air Navigation Services of the

Federal Republic of Germany.

4.3 Layout. The airport has a central passenger terminal with four finger piers surrounded by 36

aircraft stands. One finger (C-Finger) will be enlarged in 1987 with five additional aircraft

stands. The apron comprises a maximum of 82 aircraft stands plus a general aviation apron on

the east side of the airport. On the west side there is a large cargo terminal which has 16

additional aircraft stands.

4.4 Stand guidance. The majority of aircraft stands are equipped with AGNIS, complemented by

PAPA, so that the aircraft can self-position and stop without assistance. The airport operator

provides a marshaling service for the remaining aircraft stands.

4.5 Apron maintenance. The apron area has its own management organization responsible to the

chief of airside operations. Staff of the apron operation units inspect all areas of the apron

regularly. Defects are reported to airport engineers for maintenance or repair. Aircraft stands

are swept by sweeper vehicles when required and in addition, there is a regular programme for

the stands to be wet-scrubbed. Fuel spillage is reported to the apron operation units who arrange

for cleaning.

4.6 Visual aids. Standard yellow taxiway markings are used and, where they are necessary, edge-

lights. Likewise all aircraft stands have standard paint markings. A system of green center line

lights, stop bars and clearance bars on the apron and the maneuvering area is partly installed

and will be developed over the next few years.

4.7 Air traffic control. Aircraft movements on the maneuvering area are controlled by the Federal

Administration of Air Navigation Services. Aircraft movements on the apron area including

apron taxiways are controlled by the airport operator (FAG apron control), the "apron

management unit".

4.8 Apron control. Within its area of responsibility, apron control aims to prevent collisions

between aircraft and between aircraft and obstacles. It is also responsible for an orderly and

expeditious flow of traffic on the apron including the allocation of parking stands. Apron

controllers are employees of the airport operator. Their training follows a programme worked

out by the air traffic control service and the airport operator. Apron controllers have to obtain

a federal flight radiotelephone operator's certificate. Aircraft request start-up clearance from air

traffic control and then change to apron control frequency for pushbackkaxi instructions.

Aircraft are then transferred to air traffic control at the maneuvering area boundary. Similarly,

inbound aircraft are transferred from air traffic control to apron control at the maneuvering area

boundary.



4.9 Low visibility procedures. Aircraft guidance during low visibility operations is supported by

predetermined taxi routes. Most of these standard taxiways are equipped with green taxiway

center line lights. On taxiways without center line lights aircraft are guided by the assistance of

marshallers and "follow me" vehicles. The need for this service will cease when the ground

movement control taxiway lighting is installed together with surface movement radar.

Uncontrolled vehicular traffic on the movement area is prohibited when the visibility falls

below 1 000 m.

5. PARIS/CHARLES-DE-GAULLE AIRPORT, PARIS, FRANCE

5.1 Traffic 1984




5.2 General. The airport is owned and operated by Aeroports de Paris. Air traffic control is

provided by the French Ministry in charge of civil aviation.

5.3 Layout. The airport has two passenger terminals located in the center of the airport. Terminal

No. 2 is currently being extended. A large cargo terminal is located south-west of the airport.

There are 153 aircraft stands on the airport, 118 of which can be

5.4 used simultaneously.

5.5 Stand guidance. All stands have painted surface markings. Stands of Terminal No. 2 have a

visual docking guidance system. Marshaller service is available from the airport operator and

major airlines. This service is provided to all aircraft using Terminal No. 1. At Terminal No. 2

this service is provided only on request.

5.6 Apron maintenance. The airport operator is responsible for regular inspections and repairs of

the apron. Periodically stands are wet-scrubbed. Fuel spillages are the responsibility of the

airlines and fuelling companies. They may request the assistance of the airport operator and of

the rescue and fire fighting service in case of a large spillage.

5.7 Visual aids. Standard yellow taxiway markings are used to provide guidance to pilots onto the

parking stands. White painted lines delineate equipment parking areas, airside vehicle roads

and the boundary between aprons and the maneuvering area.

5.8 Air traffic control. All movements on maneuvering area are controlled by air traffic control -

service. If pushback will engage a taxiway, ground movement controller approval is required

and is given according to aircraft movements only.

5.9 Apron management. Paris Airports Authority dispatch (PCO) is responsible for apron

management. PC0 staff have no direct communication with aircraft. Stand allocation is given

via television and strip printer to ground controller who retransmits to aircraft. Manoeuvres

inside apron limits are made under operator's responsibility according to established rules.



5.10 Low visibility procedures. There are no special low visibility procedures for operations on

apron areas. However, exterior lights of aircraft and vehicles should remain on and

pilots/drivers are expected to exercise due care and caution.



Appendix D

Taxiway Computer Model London Heathrow Airport

1. INTRODUCTION

1.1 The following is a brief description of the taxiway computer model developed in 1971 to assess

the effects of major changes in the taxiway system and/or operations to ground movement

control at London Heathrow Airport. It has been successfully used to show the effects of major

new airport features such as terminal buildings, new taxiway construction and changes in

aircraft types. Even though only one airport, Heathrow, has been modelled, the programme can

be adapted to simulate any airport and be interfaced with a runway model to complete a total

simulation of ground operations.

1.2 The model will be in need of major modification by 1988 and, because of its complexity, it is

possible that a decision will be made not to carry out any changes and consequently the model

will become redundant.

2. THE TAXIWAY MODEL

2.1 The consists five programmes. The linkages between these programmes are in Figure D-l and

their functions are outlined below based on the block system of control in use at Heathrow (see

Au~endix B. Figure B-1.mar, of Heathrow).

2.1.1 Traffic schedule generation programme. This programme generates a traffic schedule based on

the total number of aircraft expected to arrive and depart in each time ~eriod together with the

percentage of each aircraft type expected to operate. The schedule is generated randomly taking

account of the maximum percentage of each aircraft type, and aircraft are assigned to a

particular operator based on the percentage fleet mix of each airline. Arrivals are given an

expected time of arrival chosen randomly taking no account of any inter-arrival spacing.

Departures are given a scheduled departure time based on the percentage of departures

scheduled to depart at set times in each hour.

2.1.2 Route and stand storage programme. This programme stores information about aircraft stands

on the airport, and the routes to and from these aircraft stands for both arriving and departing

aircraft. Any combination of aircraft type and operator can be allocated to a group of aircraft

stands and aircraft are allocated randomly to these on the basis of given percentages. Taxi routes

are stored between all runway turn-off blocks and each aircraft stand or group of aircraft stands

and similarly between the stands and the runway start of roll blocks. Routes are given as

standard routes and, where possible, the preferred shortest routes are used.

2.1.3 Route and time generation programme. This programme combines a traffic schedule, derived

either from the traffic schedule generation programme or from specific data input from the route

and stand storage programme. Inbound aircraft are allocated to runway turn-off blocks based

on percentage distributions for each aircraft type and operator requirements. Stand or stand

groups are also allocated at this stage, hence the aircraft's basic route around the taxiway is

determined. Arrival times of aircraft onto the taxiway at the point of leaving the runways are

staggered to give at least some minimum inter-arrival spacing regardless of aircraft type.

Departure times of aircraft are also staggered from those scheduled, to take account of any

company or ATC delays due to congestion that are absorbed on the stand prior to pushback. l-



he output from the programme is a list of aircraft with their associated routings and their arrival

times onto the taxiway ready for the simulation programme itself.

2.1.4 Simulation programme. This is a "critical event" simulation programme which moves from one

particularly important or critical event to the next rather than sampling at fixed time intervals.

It does not look indefinitely ahead but the situation on the taxiways is considered at the time of

each critical event and any route adjustments made accordingly. A "critical event" is defined as

when an aircraft enters or leaves the taxiway system or when a conflict occurs between two

aircraft on a particular taxiway. Between these "critical events" aircraft move continuously

through the taxiway system at a randomly determined speed based on aircraft type. Journey

times are calculated on the basis of block length information input to the model

Figure D-1. Linkages between the programmes of the mode

2.1.5 The taxiway system is taken to include all blocks on an outbound aircraft's route from the

completion of pushback to entering the runway holding queue for a departure. All holding is

considered to take place in the last block of the aircraft's route and this is not counted towards

aircraft journey time. For inbound aircraft the taxiway system includes all blocks from the first

block on clearing the runway up to and including the block (or cul-de-sac where appropriate)

before entry onto the stand.



2.1.6 The simulation programme moves aircraft around the taxiway with regard to these critical

events, noting the time of entry and exit from the system. For outbound aircraft the runway start

of roll time is also calculated. Conflicts en route are noted as one of five types:

crossing/following, following, crossing, head-on and head-on/crossing. The mode of resolution

by stopping, slowing down or re-routing is also noted in the block on which it occurs along

with the delay to the aircraft. RT messages and the duration of these messages are counted over

set time periods. These messages consist of standard messages when the aircraft enters or leaves

the taxiway and specific messages relating to conflict resolution or runway crossing plus some

miscellaneous messages. This information is output by aircraft and taxiway block such that it

can be read by the analysis programme.

2.1.7 Analysis programme. This programme presents the output from the simulation as a series of

summary tables. Journey summaries for individual aircraft may also be obtained. The tables

give information about aircraft journey times and taxiing delays, stand complex and runway

holding delays, numbers of aircraft on the taxiway and in the runway holding queue, movement

rates through the taxiway blocks and numbers of conflicts requiring resolution, numbers and

lengths of RT messages and total conflict counts by type.

Appendix E

Traffic Rules and Regulations for Surf ace Vehicles

1. Rules for the regulation of aircraft movements on the ground are contained in KCASR 2 and

in the PANS-RAC, but equivalent rules for use by ground vehicles also need to be provided

and enforced. At aerodromes without an air traffic control service, the rules and the need for

strict adherence to these rules becomes even more important.

2. Except in very poor visibility conditions when special low visibility procedures should apply



(see Chapter 5), it is not always practicable to exercise total control over all traffic on parts of

the movement area such as the apron. Within the field of reasonable constraint according to

conditions authorized in other parts of this manual, safety and expedition depends upon aircraft

and vehicles conforming to standard ground movement rules and regulations. Appropriate

authorities should establish suitable rules related to the operation of aircraft and ground vehicles

on the movement area.

3. The rules and regulations for the ground movement of vehicles should encompass at least the

following points.

General

4. The movement area should be fenced or otherwise protected against unauthorized entry and

should be provided with controlled entry points. Only vehicles and/or equipment which have a

specific and necessary function to perform in connexion with aircraft or aerodrome facilities

should be granted admission to the movement area. Authorized drivers should carry a pass.

Vehicles cleared for entry should clearly be identified as authorized to be there by having an

approved identification token prominently displayed.

Requirements for authorized vehicles and/or equipment operators

5. A vehicle operator SHALL:

a) be knowledgeable of local rules and regulations or be escorted by a person who is conversant

with them;

b) be capable of distinguishing between visual signals;

c) give way to aircraft at all times;

d) obtain ATS clearance prior to entering the maneuvering area and comply with the terms and

limitations of the clearance;

e) follow specified routes and guide lines and not encroach upon safety lines;

f) approach aircraft with utmost care, particularly if aircraft engines are running and/or anti-

collision lights are operating;

g) obey movement area speed restrictions;

h) where appropriate, be experienced in the operation of RTF equipment and capable of correctly

reacting to RTF messages;

i) where appropriate, maintain a continuous listening watch on the ground movement control

radio channel, requesting ATS clearance as required by aerodrome regulations and complying

with ATS instructions; and

j) be familiar with the aerodrome layout and the signs and signals used on the aerodrome.

6. A vehicle operator SHALL NOT:

a) position a vehicle so as to interfere with the movement of aircraft;

b) pass close behind an aircraft if its engines are running and its anti-collision lights operating, or

position a vehicle in a jet blast or propeller slipstream;

c) cross traffic control signals, stop bars or markings without appropriate authorization;



d) leave a vehicle unattended where it may create a hazard; and

e) Operate a vehicle during the hours of darkness or periods of restricted visibility unless it is

equipped with suitable lighting (see paragraph 7 below).

Requirements for vehicles and/or equipment

7. Vehicles and equipment SHALL BE:

a) marked and lighted as per KCASR 14, Chapter 6; and

b) Fitted with front and rear lights in accordance with local regulations if operated during the hours

of darkness or during periods of restricted visibility.

8. Trailer trains must not exceed the length specified by the aerodrome authority and must have

adequate braking systems. They must carry red reflectors at the rear and along the sides as

appropriate if used in low visibility or at night.

Appendix F

Performance Objectives for Surface Movement Radar (SMR)

1. INTRODUCTION

1.1 The purpose of providing SMR is to aid the air traffic services in achieving their objectives as

defined in KCASR 11. These objectives are:

a) to prevent collisions between aircraft;

b) to prevent collisions between aircraft on the maneuvering areas and obstructions in those areas;

c) to expedite and maintain an orderly flow of traffic;



d) to provide advice and information useful for the safe and efficient conduct of flight; and

e) to notify appropriate organizations regarding aircraft in need of search and rescue aid, and assist

such organizations as required.

1.2 At an aerodrome adequately equipped with visual aids, the provision of an aerodrome surface

movement radar can make a valuable contribution to the safety and efficiency of ground

movement control in reduced visibility and at night. Surface movement radar permits a

continuous check on runway occupancy and taxiway usage, allows rapid determination of

lighting control requirements and facilitates clearances for aircraft and vehicles. In emergencies

it can play a part in the expeditious movement of emergency vehicles and the safe disposition

of other traffic.

2. USE OFSMR

2.1 As described in the Air Traffic Services Planning Manual (Doc 9426), Part 11, Section 5,4.3.2,

SMR may be used to perform the following functions specifically related to the provision of

aerodrome control service:

a) provide radar monitoring of traffic on the maneuvering area;

b) provide routing instructions to surface traffic, using the radar-displayed information, to avoid

points of traffic congestion and select aircraft routes to maintain traffic flow;

c) permit issuance of instructions to hold short at intersections to avoid traffic conflicts;

d) provide information that a runway is clear of other traffic, particularly in periods of low

visibility;

e) provide assistance in timing of runway operations to improve runway utilization while avoiding

conflicts with departing and arriving aircraft;

f) provide, on request, guidance information to an aircraft uncertain of its position; and g) provide

guidance information to emergency vehicles.

2.2 In developing the performance objectives that follow, SMR is considered as a surveillance

element of SMGCS; however, its use can be expanded to a more active role.

3. PURPOSE OF THE PERFORMANCE OBJECTIVES

3.1 The purpose behind the performance objectives that follow is to broadly identify the factors

that may need to be considered when developing procurement technical specifications for SMR.

When using these performance objectives it should be noted that several factors, including the

layout and complexity of the aerodrome and operating conditions, influence the design of a

particular SMR system. Accordingly, these performance objectives should be reviewed and

adapted as necessary taking into account the particular requirements of the aerodrome

concerned.

4. OVER-ALL SYSTEM PERFORMANCE OBJECTIVES



4.1 Coverage

a) Azimuth -360 degrees.

b) Elevation -up to 60 m above aerodrome level.

c) Range -150 to a maximum of 6 000 m (capable of modification to local need within reasonable

degrees and at least sufficient to cover the movement area).

4.2 Target detection

4.2.1 In weather ranging from clear to 16 mm/h of precipitation and within limits of coverage, targets

normally involved in movement should be detected and displayed under the following

conditions:

a) 1 m2 equivalent radar cross section of the target;

b) probability of detection -at least 90 per cent; and

c) False alarm rate -los6.

4.3 Resolution

4.3.1 The definition of moving or static targets ‘on the operational displays (adjusted for appropriate

operating conditions) should' be sufficient to:

a) discriminate between targets spaced 15 m apart; and

b) Differentiate by target size/shape and speed of movement, between wide-bodied (e.g. B747)

and large (e.g. DC8) aircraft, between medium (e.g. B727) and small aircraft (e.g. Cessna, etc.),

as well as between aircraft and vehicles.

4.4 Mapping

4.4.1 Map pertinent aerodrome features.

4.5 In formation rate

4.5.1 Information should be renewed at least once every second.

4.6 Background suppression

4.6.1 Means should be provided for reducing or eliminating returns from areas within coverage which

have no operational significance.

4.7 Accuracy

4.7.1 The system error should not exceed 1 per cent of the display range.



5. ASSOCIATED OPERATIONAL OBJECTIVES

5.1 Display

a) The operational display should be suitable for viewing at arm's length distance without hooding

and, preferably, without screening in bright daylight conditions. The display screen should be

non-reflective.

b) There should be no "flickers" discernible to the operator

c) The display jitter should be less than 0.05 per cent of the display.

d) Variable display ranges between 1 km and 6 km should be provided with off-centering facilities

to the edge of the display and appropriate expansion capability.

e) It should be possible to reduce or suppress the luminance of non-operational areas.

f) It should be possible to provide synthetic mapping of the outline of runways, taxiways, aprons

and other operational areas, with a brightness control independent of other display data and

automatic maintenance of registration with radar range and offset.

g) Capability to provide runway protection and suitable alarm system should be an option.

h) Video mapping and other display features shall remain in registration on change of range or use

of off-centering.

i) At least two display channels, independently controllable in range and off-centering, should be

provided with the option for increasing the number of channels. The minimum size of display

should be 43 cm.

j) It should be possible to operate several display monitors in parallel on each channel.

k) The use of computer-generated display should be an option.

l) There should be capability for automatic recording of radar data.

m) There should be variable magnification zoom facility.

5.2 Target labelling

5.2.1 Where target labelling is provided it should comply with the following conditions:

a) Method of label acquisition: as decided by the provisioning authority, such as a touchball for

manual and automated systems.

b) Label zone: throughout the area of coverage.

c) Label cancellation: automatic and manual with manual override.



d) Label brightness: separate control required.

e) Label format: as decided by the provisioning authority. The label writing algorithm should

prevent one label overwriting another but, failing this, minimum label overlap must be ensured.

Orientation of the labels in relation to the radar target must be adjustable by the controller.

Contents must include identification and may include other information such as aircraft type or

destination within the aerodrome. Labels must stay in register with change of range or offset.

System must cope with closely parked holding aircraft.

f) Character size: regardless of range setting, characters must be clearly legible to a controller

sitting in a normal working position at arm's length from the display.

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